Train safety operation systems, methods, and computer equipment

Abstract

This application discloses a train safety operation system, method, and computer equipment. The system includes: a turnout protection device, a turnout protection control unit, an interlocking system (CI), a local controller (ZC), and an onboard controller (VOBC). The CI manages the train's entry route in a protected section containing a turnout. The turnout protection control unit drives the turnout protection device to a protected position in front of the turnout at the platform area exit, according to the drive command sent by the CI. The CI receives the position indication information of the turnout protection device in the protected position and sends an entry route opening signal to the ZC when the conditions for opening the train entry route are met. The VOBC controls the train to operate safely along the entry route based on the movement authorization information calculated by the ZC. When the train is operating in a protected section containing a turnout, regardless of whether the turnout in the protected section of the entry route is locked, the turnout protection device remains in the protected position in front of the movable area of ​​the turnout platform, providing safety protection for the train operation.

Description

Technical Field

[0001] This disclosure generally relates to the field of rail transit technology, and in particular to a train safety operation system, method, and computer equipment. Background Technology

[0002] Straddle-type monorails are a medium-capacity rail transit system characterized by strong adaptability, low noise, small turning radius, and strong climbing ability, making them better suited to complex terrain. Currently, cities in China with operational or under-construction straddle-type monorail systems include Chongqing, Yinchuan, Liuzhou, and Wuhu; Chongqing has three straddle-type monorail lines, while Yinchuan boasts China's first driverless straddle-type monorail line.

[0003] Currently, when straddle-type monorail trains operate on routes with switches in the protected section, depending on the route's characteristics, the protected section is locked during route registration and when the train crosses the protected section, thus locking the switches ahead of the train in a fixed position and preventing their movement. This ensures train safety, guaranteeing efficient station entry and eliminating the safety risk of trains entering the protected section due to inability to stop within the route. However, this solution lacks safety protection for the following scenario: it does not consider situations where the switches in the protected section cannot remain locked during station entry and the train cannot stop before the retracted Movement Authority (MA). In such cases, the train entering an unlocked section poses a significant safety risk. Summary of the Invention

[0004] In view of the above-mentioned defects or deficiencies in the prior art, it is desirable to provide a train safety operation system, method, computer equipment and storage medium.

[0005] Firstly, a train safety operation system and a train entry route processing system are provided, specifically including: a turnout protection device installed before the movable area of ​​the turnout, a turnout protection control unit, an interlocking system (CI), a local controller (ZC), and an onboard controller (VOBC), wherein...

[0006] The CI is used to process the train's entry route in the protected section containing turnouts and to send drive commands to the turnout protection control unit;

[0007] The turnout protection control unit is used to drive the turnout protection device to the protection position in front of the turnout at the exit of the platform area according to the driving command, and to transmit the position information of the turnout protection device in the protection position to the CI.

[0008] The CI is used to receive the position indication information of the turnout protection device in the protection position, and to check the opening conditions of the train entry route. When the opening conditions of the train entry route are met, the CI is used to send the entry route opening signal to ZC.

[0009] The ZC is used to calculate the train's movement authorization information based on the received entry route open signal, and send the movement authorization information to the VOBC;

[0010] The VOBC is used to control the train to operate safely on the station entry route based on the mobility authorization information.

[0011] Secondly, a method for ensuring safe train operation is provided, including a method for processing train entry routes, comprising:

[0012] The interlocking CI handles the train's entry route in the protected section containing turnouts and sends drive commands to the turnout protection control unit;

[0013] The turnout protection control unit drives the turnout protection device to the protection position in front of the turnout at the exit of the platform area according to the driving command, and transmits the position information of the turnout protection device in the protection position to the CI.

[0014] The CI receives the position indication information of the turnout protection device in the protection position and checks the train entry route opening conditions. When the train entry route opening conditions are met, the CI sends the entry route opening signal to the local controller ZC.

[0015] The ZC calculates the train's movement authorization information based on the received station access route opening signal and sends the movement authorization information to the onboard controller VOBC;

[0016] The VOBC controls the train to operate safely by entering the station and taking the designated route based on the mobility authorization information.

[0017] Thirdly, a computer device is provided, the computer device comprising:

[0018] One or more processors;

[0019] Memory, used to store one or more programs.

[0020] When one or more programs are executed by one or more processors, the one or more processors execute the train safety operation method provided in the embodiments of the present invention.

[0021] Fourthly, a computer-readable storage medium storing a computer program is provided, which, when executed by a processor, implements the train safe operation method provided in the embodiments of the present invention.

[0022] The train safety operation system, method, and computer equipment provided in this application embodiment add a turnout protection device in front of the movable area of ​​the turnout platform. When the train is taking a route in the protection section containing the turnout, the turnout protection device is always in the protective position regardless of whether the turnout in the protection section of the station route is locked, thus providing protection for the safe operation of the train. Attached Figure Description

[0023] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0024] Figure 1 A schematic diagram of an existing straddle-type monorail turnout;

[0025] Figure 2 This is a schematic diagram of the installation position of the turnout protection device provided in the embodiments of this application;

[0026] Figure 3 A schematic diagram of the interface between the turnout protection device and the signaling system provided in an embodiment of this application;

[0027] Figure 4 A flowchart illustrating the process of using turnout protection devices for train entry routes in an embodiment of this application;

[0028] Figure 5 A flowchart illustrating the process of train entry route using contact rail power failure, provided for an embodiment of this application.

[0029] Figure 6 A flowchart illustrating the process of using turnout protection devices for train departure routes, provided for embodiments of this application;

[0030] Figure 7 A flowchart illustrating the process of establishing a train departure route by de-energizing the contact rail, provided in this embodiment of the application.

[0031] Figure 8 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application. Detailed Implementation

[0032] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the relevant disclosure and not intended to limit the scope of the disclosure. Furthermore, it should be noted that, for ease of description, only the parts relevant to the disclosure are shown in the accompanying drawings.

[0033] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0034] A turnout is a track connection device that allows locomotives and rolling stock to switch from one track to another. They are commonly found in large numbers at stations and marshalling yards. Turnouts control the steering of locomotives. Turnouts on straddle-type monorail trains (such as...) Figure 1 As shown, based on a fixed track beam design, a drive device drags the turnout beam to a designated position, and a locking device locks the turnout in a specific position. When the ground signaling equipment detects that the turnout is in the correct position and is locked, a signal is issued to allow trains to pass.

[0035] In the traditional rail transit industry, train tracks are laid on the ground. In complex turnout sections, protective turnouts are set up to prevent trains from failing to brake in time and running out of the exit signal, thus entering other routes. Protective turnouts can be positioned to open safety lines, dedicated lines, refuge lines, opposite entrances, and forward exits. The locking of protective turnouts ensures that trains can safely pass through turnout sections without causing derailment or other safety accidents, even after losing control and running out of control.

[0036] In elevated environments where straddle-type monorail trains operate, the track beams serve as support for the train's high-altitude operation. If the switches cannot remain in the correct position and are locked during the train's movement, even if the signaling system implements safety protection measures such as retraction of movement authorization, considering the train's operating speed and braking force in emergency situations, there is a safety risk that the train may "jump off a cliff" when passing through switch sections due to switch protection failure.

[0037] This application, based on the first scenario problem of missing turnout protection where the Automatic Train Protection (ATP) is functioning normally but cannot guarantee that the train will stop before the movable part of the turnout, proposes a train safety operation system, including: a turnout protection device installed before the movable area of ​​the turnout, a turnout protection control unit, an interlocking system (CI), a local controller (ZC), and an onboard controller (VOBC), wherein...

[0038] The CI is used to process the train's entry route in the protected section containing turnouts and to send drive commands to the turnout protection control unit;

[0039] The turnout protection control unit is used to drive the turnout protection device to the protection position in front of the turnout at the exit of the platform area according to the driving command, and to transmit the position information of the turnout protection device in the protection position to the CI.

[0040] The CI is used to receive the position indication information of the turnout protection device in the protection position, and to check the opening conditions of the train entry route. When the opening conditions of the train entry route are met, the CI is used to send the entry route opening signal to the ZC of the train.

[0041] The ZC is used to calculate the train's movement authorization information based on the received entry route opening signal, and send the movement authorization information to the VOBC;

[0042] The VOBC is used to control the train to operate safely on the station entry route based on the mobility authorization information.

[0043] Specifically, regarding the first scenario of inadequate turnout protection, such as... Figure 2 As shown, a movable turnout protection device is installed in front of the movable area of ​​the turnout platform. When a train enters the station, the position information of the turnout protection device is included in the inspection conditions for entering the station and the inspection conditions for the opening signal of the entering station. Regardless of whether the turnout in the protected section of the entering station is locked, the computer interlocking (CI) controls the turnout protection device to always be in the protected position during train operation. When the conditions for the opening of the train entering the station are met, the zone controller (ZC) calculates the movement authorization (MA) information based on the entry route opening signal sent by the CI. The vehicle on-board controller (VOBC) controls the safe operation of the train based on the MA information, providing protection for the safe operation of the train. In particular, it adds protection for scenarios where the train cannot stop in time because the MA retracts to the entrance of the turnout section during train operation.

[0044] In one embodiment, the CI is used to process the train's entry route in a protected section containing turnouts, and sends drive commands to the turnout protection control unit as follows:

[0045] The CI is used to process the station entry route ahead of the train based on the route processing command from the Automatic Train Supervision System (ATS) or information on the train occupancy trigger section;

[0046] The CI is used to query whether the protection section of the current route contains a turnout when the train is processing the entry route, and to send a drive command to the turnout protection control unit when it is found that the protection section of the current route contains a turnout.

[0047] In one embodiment, the train safety operation system further includes a turnout protection device field control cabinet, which is used to control the movement of the turnout protection device in the field.

[0048] Specifically, the movable turnout protection device is installed and fixed on the track beam. The position of the turnout protection device is changed by moving the entire track beam. The turnout protection device and the turnout share the same platform. Safety relays are used in the control circuit of the turnout protection device and the interlocking CI acquisition circuit of the signal system. There are two control modes for the turnout protection device: one is central control via the signal system CI; the other is local control via a local control cabinet. The local control cabinet for the turnout protection device is located alongside the turnout local control cabinet. When the central control is unable to control the turnout protection device, personnel can obtain control access to the turnout protection device on-site through the local control cabinet, improving the availability of the turnout protection device. Figure 3 As shown, the turnout protection device can be incorporated into the interlocking management system. That is, the status of the turnout protection device affects route processing and signal opening. The operation commands for this device are controlled by the interlocking system, and the turnout protection device provides a status acquisition node for interlocking data acquisition. This application has minimal impact on the software and hardware of the signaling system, and existing control and acquisition boards can be reused. For the interlocking software processing logic, it is only necessary to add the drive command for the turnout protection device during route processing and check the position indication information of the turnout protection device when the signal is opened. Safety protection for the turnout section can be achieved with minimal modifications to the signaling system.

[0049] Specifically, turnout protection devices consider the protection needs of turnout sections. These include scenarios where a train enters an unlocked turnout section while being operated by personnel, or where the locking conditions of the protection zone are not met and the MA (Motor Control Unit) retracts upon sudden unlocking, preventing the train's ATP (Automatic Train Protection) from providing safety protection. The latter scenario is often used when a train is entering a station and the protection zone includes a turnout section, indicating the train has entered a deceleration and precise stopping phase. In the former scenario, the signal system has speed limitations during manual operation. It is recommended that the turnout protection device withstand a train impact at least at 15 km / h. To reduce the "hard-hit" impact between the train and the turnout protection device, the blocking part of the device should employ a buffer mechanism, such as adding a hydraulic buffer. The hydraulic buffer uses hydraulic damping to buffer and decelerate the object acting on it to a stop, providing a certain degree of protection. Its function is to prevent damage to the mechanism from hard collisions during operation. The working principle of the hydraulic buffer is as follows: when the hydraulic buffer is subjected to impact pressure, the kinetic energy is transferred to the piston through the plug and acceleration spring, causing it to move to the right. The buffer's working chamber contains a return spring, a push rod, and hydraulic fluid. The piston's movement compresses the fluid in the working chamber, compressing the return spring and simultaneously forcing the fluid out through the annular gap between the piston and the push rod, into the reservoir. At the beginning of the piston's movement, the annular gap between it and the push rod is relatively large, allowing the fluid to be easily squeezed out. As the piston continues to move, this annular gap decreases, meaning the piston resistance continuously increases. Once the push rod reaches its cylindrical stage, the annular gap becomes zero, and the resistance stabilizes at its maximum value. The compression of the buffer is achieved by the piston squeezing the fluid, a process that consumes a significant amount of kinetic energy and provides cushioning. After the work is completed, the piston is pushed back to its original position by the return spring, completing one work cycle. When a train first makes contact with the switch protection device, the hydraulic buffer applies resistance, causing the train to slowly decelerate and move backward. As the train's speed decreases, the resistance gradually increases, forcing the train to stop. This "soft collision" method reduces the extent of damage to the train upon impact and simplifies maintenance and recovery.

[0050] In another preferred embodiment, the train safety operation system further includes a speed measuring device and a power system; wherein the speed measuring device is used to measure the real-time speed of the train and transmit the measured real-time speed of the train to the VOBC;

[0051] The VOBC is used to monitor the real-time speed of the train and compare it with the permissible speed at the entrance of the platform area. When the real-time speed of the train at the entrance of the platform area is greater than the permissible speed, the VOBC sends a power-off command to the power system through the CI.

[0052] The power system is used to control the contact rail of the station area to lose power according to the power outage command.

[0053] Specifically, addressing the first scenario of inadequate turnout protection, a separate contact rail section is set up in the platform area. The permissible speed of the train at the platform entrance is calculated based on the length of this section and the braking parameters that ensure the train's emergency braking force. The specific calculation formula is as follows: Where v is the permissible speed at the entrance to the platform area, and a eb For the train's deceleration, s 站台 This refers to the length of the platform area. It should be noted that when the track conditions in the platform area include factors such as gradient and speed limits, the train's braking parameters, such as deceleration 'a', will be affected. eb The speed limit will be adjusted according to factors such as gradient and speed limit. When the VOBC detects that the real-time speed of the train entering the platform entrance is greater than the permissible speed, after establishing reliable communication with the interlocking CI in the platform area, the VOBC sends a request for contact rail de-energization to the CI. The CI forwards the de-energization command to the power system, controlling the contact rail in the platform area to de-energize. After de-energization, the train loses traction and reduces speed. When the VOBC detects that the real-time speed of the train entering the platform entrance is not greater than the permissible speed, the VOBC does not need to send a de-energization command to the power system through the CI, and the train continues to run normally.

[0054] It should be noted that, regarding the first scenario of missing turnout protection, the embodiments of this application provide the aforementioned two technical solutions: First, a turnout protection device is added to the movable area of ​​the turnout. During train operation, the turnout protection device remains in the protected position, regardless of whether the turnout in the protected section of the station route is locked, providing the first layer of protection for the first scenario of missing turnout protection. Second, when the real-time speed of the train at the platform entrance exceeds the permissible speed, the contact rail is de-energized, providing the second layer of protection for the first scenario of missing turnout protection. These two technical solutions can be used individually, each constituting a complete technical solution independently, or they can be combined to form a complete technical solution.

[0055] On the other hand, existing technologies also present a second scenario where turnout protection is lacking: when a train stops in a platform section, after the protection zone's delayed unlocking time ends or after receiving a stop notification, the protection zone is unlocked, but the turnout ahead remains unlocked. If a manually driven train then enters this protection zone without properly locking the turnout, there is a safety risk. To address this lack of turnout protection in this scenario, this application provides dual safeguards to prevent unintended movement of the train due to human intervention, as follows:

[0056] In a preferred embodiment, the train safety operation system provided in this application further includes:

[0057] The CI is used to process the train's exit route in the protected section containing turnouts, and to check whether the processing conditions for the train's exit route are met; the processing conditions for the train's exit route include whether the turnout has been moved to the expected position of the exit route and is in a locked state.

[0058] The CI is used to send a drive command to the turnout protection control unit when the conditions for processing the train's departure route are met.

[0059] The turnout protection control unit is used to drive the turnout protection device to the non-protected position in front of the turnout according to the driving command, and to transmit the position information of the turnout protection device in the non-protected position to the CI;

[0060] The CI is used to receive the position indication information of the turnout protection device being in the non-protected position, and to check the train exit route opening conditions. When the train exit route opening conditions are met, the CI is used to send the exit route opening signal to the train's ZC.

[0061] The ZC is used to calculate the train's movement authorization information based on the received exit route open signal, and send the movement authorization information to the VOBC;

[0062] The VOBC is used to control the train to operate safely on the departure route based on the mobility authorization information.

[0063] Specifically, addressing the second scenario of unintended turnout protection failure due to train human intervention, the position of the movable turnout protection device does not change with the unlocking of the protected section. Only when the interlocking CI in the signaling system successfully processes the outbound route containing the turnout (the turnout is moved to the expected position and locked), the CI, upon verifying the correct turnout position, issues a drive command to the turnout protection control unit to move the turnout protection device to the non-protected position. After the interlocking CI verifies that the turnout protection device is in the non-protected position, it opens the outbound route signal. This resolves the train operation safety risk caused by human factors in the second scenario, providing the first layer of protection for the second scenario of unintended turnout protection failure and preventing unintended movement by train human intervention.

[0064] In another preferred embodiment, the train safety operation system provided in this application further includes:

[0065] The CI is used to acquire the train's stopping and stabilizing information and send a power-off command to the power system for the contact rail in the platform area;

[0066] The CI is used to process the train's exit route in the protected section containing turnouts, and to check whether the processing conditions for the train's exit route are met; the processing conditions for the train's exit route include whether the turnout has been moved to the expected position of the exit route and is in a locked state.

[0067] The CI is used to check the opening conditions of the train's exit route when the conditions for processing the train's exit route are met. After the conditions for the train's exit route opening are met, the CI is used to send the exit route opening signal to the power system.

[0068] The power system is used to restore power supply to the contact rail in the platform area according to the exit route opening signal, so that the train can operate safely on the exit route.

[0069] Specifically, when a train stops for normal operation, after receiving the information that the train has come to a complete stop, the Interlocking CI sends an instruction to the power system to de-energize the contact rail in the platform area. When the train needs to restart, the Interlocking CI processes the train's exit route ahead. When the exit route is successfully processed, the switches are in the expected positions and locked, and other interlocking conditions such as signal opening are met, the CI sends an instruction to the power system to restore power to the contact rail. This provides a second layer of protection for the lack of switch protection in the second scenario, preventing accidental departure of the train during the station stop.

[0070] It should be noted that, regarding the second scenario of missing turnout protection, the embodiments of this application provide the above two technical solutions. First, whether the turnout has been moved to the expected position on the exit route and is in a locked state is one of the conditions for processing the train's exit route. When the turnout is moved to the expected position and locked, the CI sends an instruction to the turnout protection control unit to move the turnout protection device to a non-protected position, providing the first layer of protection for the second scenario of missing turnout protection. Second, when the train stops, the power to the contact rail in the platform area is first cut off. When the turnout is in the expected position and locked, the power to the contact rail is restored, providing the second layer of protection for the second scenario of missing turnout protection. These two technical solutions can be used separately, each constituting a complete technical solution independently, or they can be combined to form a complete technical solution.

[0071] In one embodiment, this application provides a method for safe train operation, including a method for processing train entry routes using turnout protection devices, such as... Figure 4 As shown, the specific steps include:

[0072] S110, the interlocking CI handles the train's entry route in the protected section containing turnouts and sends drive commands to the turnout protection control unit.

[0073] Specifically, step S110 includes the following sub-steps:

[0074] S111, the CI processes the station entry route ahead of the train based on the route processing command from the Automatic Train Monitoring System (ATS) or the information of the train occupancy trigger section;

[0075] S112, when the train is processing its entry route, the CI queries whether the protection section of the current route of the train contains a turnout. When the CI finds that the protection section of the current route contains a turnout, it sends a drive command to the turnout protection control unit.

[0076] Specifically, in sub-step S112, when the train is processing its entry route, the CI queries the engineering data to determine whether the protection section of the current route includes a turnout. The engineering data includes various data about the track, such as whether it includes a turnout. When the CI finds that the protection section of the current route includes a turnout, it queries the device ID of the movable turnout protection device for the current route. The software in the CI issues a drive command to move the turnout protection device to the protection position. The board device receives the drive command issued by the software and continuously outputs a 24V control voltage to the acquisition circuit of the turnout protection control unit corresponding to the device ID of the turnout protection device through the drive board.

[0077] S120, the turnout protection control unit drives the turnout protection device to the protection position in front of the turnout at the exit of the platform area according to the driving command, and transmits the position indication information of the turnout protection device in the protection position to the CI.

[0078] Specifically, the turnout protection control unit corresponding to the turnout protection device ID drives the turnout protection device to the protection position according to the 24V voltage in the acquisition circuit. When the turnout protection device moves to the protection position, the position relay in the turnout protection control unit closes.

[0079] S130, the CI receives the position indication information of the turnout protection device in the protection position, and checks the train entry route opening conditions. When the train entry route opening conditions are met, the CI sends the entry route opening signal to the local controller ZC.

[0080] Specifically, after CI collects the information indicating that the turnout protection device is in the protected position, it checks other interlocking conditions of the train entry route opening signal. Once the entry signal opening conditions are met, it opens the entry route signal and sends it to ZC.

[0081] S140, the ZC calculates the train's movement authorization information based on the received station access route open signal, and sends the movement authorization information to the onboard controller VOBC.

[0082] Specifically, ZC updates the train's movement authorization information based on the station entry signal and the opening signal, and sends the updated movement authorization information to the VOBC of the controlled train.

[0083] S150, the VOBC controls the train to operate safely on the station entry route based on the movement authorization information.

[0084] Specifically, after receiving the updated movement authorization information, the VOBC of the controlled train uses the updated movement authorization information to control the train to operate safely on the station entry route.

[0085] In the above-mentioned method for processing train entry routes, after the train entry route is processed, the movable turnout protection device moves to the protection position and is not related to the establishment and unlocking of the protection section. Regardless of whether the turnout in the protection section of the entry route is locked, the turnout protection device is always in the protection position during train operation, providing protection for the safe operation of the train. In particular, it provides additional protection for scenarios where the train cannot stop in time due to the retraction of the movement authorization to the entrance of the turnout section during train operation.

[0086] In a preferred embodiment, the train safety operation method provided in this application further includes a method for processing train entry routes by de-energizing the contact rail, such as... Figure 5 As shown, it includes the following steps:

[0087] S210, the speed measuring device measures the real-time speed of the train and transmits the measured real-time speed of the train to the onboard controller VOBC.

[0088] Specifically, the train obtains its real-time speed using its own speed and distance measuring equipment, such as speed sensors, and sends the obtained real-time speed to VOBC.

[0089] S220, the VOBC monitors the real-time speed of the train and compares it with the permissible speed at the entrance of the platform area. When the real-time speed of the train at the entrance of the platform area is greater than the permissible speed, the VOBC sends a power-off command to the power system through interlocking CI.

[0090] Specifically, the CI (Transmission Control Center) determines whether the protected section of the train's approach route includes a turnout based on the arrival information and engineering data sent by the ATS (Automatic Train Protection System). When the CI finds that the protected section of the train's current route includes a turnout, the VOBC (Vehicle Entrance Control Center) retrieves the engineering data, including the length of the platform section and the track conditions (gradient, speed limit), and calculates the permissible speed at the current platform entrance based on vehicle parameters (ensuring the train can maintain emergency braking force). The specific calculation formula is as described above. When the train's VOBC enters the platform area at the maximum safe front end, it compares its current speed with the calculated permissible speed at the platform entrance. If the train's real-time speed at the platform entrance is not greater than the permissible speed, the train is controlled to operate on the normal approach route. Otherwise, if the train's real-time speed at the platform entrance is greater than the permissible speed, the VOBC sends a contact rail de-energization request to the CI, and the CI forwards the de-energization command to the power system.

[0091] S230, the power system controls the contact rail in the platform area to lose power according to the power outage command, and the train stops.

[0092] In the above-mentioned train entry route management method, the protection against power outage of the contact rail is based on the real-time speed of the train. When the real-time speed of the train entering the platform entrance is greater than the permissible speed, there is a safety risk that the train may not be able to stop in front of the switch section in the event of a malfunction. Cutting off the power supply to the contact rail can effectively reduce the speed of the train.

[0093] It should be noted that the contact rail overspeed power-off protection measures used in this application embodiment can constitute a complete solution on their own, or they can be used in combination with the above-mentioned movable turnout protection device. The combination of the two will reduce the safety risks of trains running in the turnout section.

[0094] In a preferred embodiment, this application provides a method for safe train operation, including a method for processing train departure routes using turnout protection devices, such as... Figure 6 As shown, the specific steps include:

[0095] S310, the interlocking CI handles the train's exit route in the protected section containing the turnout, and checks whether the conditions for handling the train's exit route are met; the conditions for handling the train's exit route include whether the turnout has been moved to the expected position of the exit route and is in a locked state.

[0096] Specifically, when a train is processing its departure route, the CI (Company Information Center) checks whether the protected section of the current route includes a turnout based on engineering data. When the CI finds that the protected section of the current route includes a turnout, it considers whether the turnout has been moved to the expected position of the departure route and is in a locked state as one of the conditions for processing the train's departure route.

[0097] S320, when the conditions for processing the train departure route are met, the CI sends a drive command to the turnout protection control unit.

[0098] Specifically, moving the turnout to the expected position on the exit route and locking it is one of the conditions for processing the train exit route. When other interlocking conditions for processing the train exit route are also met, CI queries the device ID of the movable turnout protection device corresponding to the turnout of the current route and issues a drive command to the turnout protection control unit corresponding to the turnout protection device ID.

[0099] S330, the turnout protection control unit drives the turnout protection device to move to the non-protected position in front of the turnout according to the drive command, and transmits the position indication information of the turnout protection device in the non-protected position to the CI.

[0100] Specifically, the turnout protection control unit corresponding to the turnout protection device ID controls the turnout protection device to move to the non-protected position in front of the turnout according to the drive command. After the turnout protection device moves to the non-protected position, the position relay in the turnout protection control unit is turned on.

[0101] S340, the CI receives the position indication information of the turnout protection device being in the non-protected position, and checks the train exit route opening conditions. When the train exit route opening conditions are met, the CI sends the exit route opening signal to the local controller ZC.

[0102] Specifically, after CI collects the information indicating that the turnout protection device is in the non-protected position, it checks other interlocking conditions of the train departure route opening signal. When the departure signal opening conditions are met, it opens the departure route signal and sends it to the train's ZC.

[0103] S350, the ZC calculates the train's movement authorization information based on the received exit route open signal and sends the movement authorization information to the on-board controller VOBC.

[0104] Specifically, ZC updates the train's movement authorization information based on the departure signal and the opening signal, and sends the updated movement authorization information to the VOBC of the controlled train.

[0105] S360, the VOBC controls the train to operate safely on the departure route based on the mobility authorization information.

[0106] Specifically, after receiving the updated movement authorization information, the VOBC of the controlled train uses the updated movement authorization information to control the train to operate safely on the departure route.

[0107] In the above-mentioned method for processing train departure routes, after the train departure route is processed, the movable turnout protection device moves to the protection position and is not related to the establishment and unlocking of the protection zone. That is, when the protection zone is unlocked due to the end of the protection zone unlocking countdown or the interlocking CI receiving the train stopping and accurate information, the turnout protection device is still in the protection position. Only when the train's forward route is successfully processed (the turnout is in the expected position and locked) will the interlocking CI issue an instruction to the turnout protection control unit to move the turnout protection device to the non-protection position, thus solving the train operation safety risks caused by human factors.

[0108] In a preferred embodiment, this application provides a method for safe train operation, including a method for processing train departure routes by de-energizing the contact rail, such as... Figure 7 As shown, it includes the following steps:

[0109] After obtaining the train's stopping information, S410 and CI send a power-off command to the power system for the contact rail in the platform area.

[0110] S420, CI handles the train's exit route in the protected section containing turnouts and checks whether the conditions for handling the train's exit route are met; the conditions for handling the train's exit route include whether the turnouts have been moved to the expected position of the exit route and are in a locked state.

[0111] Specifically, when a train is processing its departure route, the CI (Company Information Center) checks whether the protected section of the current route includes a turnout based on engineering data. When the CI finds that the protected section of the current route includes a turnout, it considers whether the turnout has been moved to the expected position of the departure route and is in a locked state as one of the conditions for processing the train's departure route.

[0112] S430, when the conditions for processing the train's exit route are met, the CI checks the conditions for opening the train's exit route. After the conditions for opening the train's exit route are met, the CI sends the exit route opening signal to the power system.

[0113] Specifically, moving the turnout to the expected position of the exit route and keeping it locked is one of the conditions for processing the train exit route. When other interlocking conditions for processing the train exit route are also met, and when the conditions for opening the train exit route are met, CI will send the exit route opening signal to the power system.

[0114] S440, the power system restores power supply to the contact rail in the platform area according to the exit route opening signal, and the train runs on the exit route.

[0115] In the above-mentioned method for handling train departure routes, after the train comes to a complete stop, the power to the contact rail in the platform area is first cut off. When the train departs again, if the route is successfully processed and the switches are in the expected positions and locked, the power to the contact rail is restored to prevent accidental departure of the train during the station stop.

[0116] Figure 8 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application. Figure 8 As shown, this application also provides a computer device 500, including one or more central processing units (CPUs) 501, which can perform various appropriate actions and processes according to programs stored in read-only memory (ROM) 502 or programs loaded from storage portion 508 into random access memory (RAM) 503. The RAM 503 also stores various programs and data required for system operation. The CPU 501, ROM 502, and RAM 503 are interconnected via a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.

[0117] The following components are connected to I / O interface 505: an input section 506 including a keyboard, mouse, etc.; an output section 507 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 508 including a hard disk, etc.; and a communication section 509 including a network interface card such as a LAN card, modem, etc. The communication section 509 performs communication processing via a network such as the Internet. A drive 510 is also connected to I / O interface 505 as needed. A removable medium 511, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on drive 510 as needed so that computer programs read from it can be installed into storage section 508 as needed.

[0118] In particular, according to embodiments of this disclosure, the above references Figure 4-7 The described process can be implemented as a computer software program. For example, embodiments of this disclosure include a computer program product comprising a computer program tangibly embodied on a machine-readable medium, the computer program containing program code for performing a page generation method. In such embodiments, the computer program can be downloaded and installed from a network via communication section 509, and / or installed from removable medium 511.

[0119] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0120] In another aspect, this application also provides a computer-readable storage medium, which may be a computer-readable storage medium included in the apparatus described in the above embodiments; or it may be a standalone computer-readable storage medium not assembled into a device. The computer-readable storage medium stores one or more programs, which are used by one or more processors to execute the page generation method described in this application.

[0121] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented by a dedicated hardware-based system that performs the specified function or operation, or by a combination of dedicated hardware and computer instructions.

[0122] The units or modules described in the embodiments of this application can be implemented in software or hardware. The described units or modules can also be located in a processor; for example, each unit can be a software program located in a computer or mobile smart device, or a separately configured hardware device. The names of these units or modules do not, in some cases, constitute a limitation on the unit or module itself.

[0123] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the inventive concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.

Claims

1. A train safety operation system, characterized in that, This includes a system for managing train entry routes, specifically comprising: turnout protection devices installed before the movable area of ​​the turnouts, a turnout protection control unit, interlocking, a local controller, and an onboard controller. The interlocking system is used to manage the train's entry route in the protected section containing turnouts and to send drive commands to the turnout protection control unit. The turnout protection control unit is used to drive the turnout protection device to the protection position in front of the turnout at the exit of the platform area according to the driving command, and to transmit the position information of the turnout protection device in the protection position to the interlocking. The interlock is used to receive the position indication information of the turnout protection device in the protection position, and to check the opening conditions of the train entry route. When the opening conditions of the train entry route are met, the interlock is used to send the entry route opening signal to the local controller. The local controller is used to calculate the train's movement authorization information based on the received station access route open signal, and send the movement authorization information to the on-board controller; The onboard controller is used to control the train to operate safely when entering the station and taking the designated route, based on the mobility authorization information.

2. The train safety operation system according to claim 1, characterized in that, The train entry route processing system also includes speed measurement equipment and a power system; among which, The speed measuring device is used to measure the real-time speed of the train and transmit the measured real-time speed of the train to the on-board controller. The on-board controller is used to monitor the real-time speed of the train and compare it with the permissible speed at the entrance of the platform area. When the real-time speed of the train at the entrance of the platform area is greater than the permissible speed, the on-board controller sends a power-off command to the power system through the interlock. The power system is used to control the contact rail in the platform area to cut off power and stop the train according to the power outage command.

3. The train safety operation system according to claim 1, characterized in that, The train safety operation system also includes a train departure route processing system, specifically including: The interlocking is used to process the train's exit route in the protected section containing the turnout, and to check whether the processing conditions for the train's exit route are met; the processing conditions for the train's exit route include whether the turnout has been moved to the expected position of the exit route and is in a locked state. The interlock is used to send a drive command to the turnout protection control unit when the conditions for processing the train's departure route are met. The turnout protection control unit is used to drive the turnout protection device to move to the non-protected position in front of the turnout according to the driving command, and to transmit the position information of the turnout protection device in the non-protected position to the interlocking. The interlock is used to receive the position indication information of the turnout protection device being in the non-protected position, and to check the train departure route opening conditions. When the train departure route opening conditions are met, the interlock is used to send the departure route opening signal to the local controller. The local controller is used to calculate the train's movement authorization information based on the received exit route opening signal, and send the movement authorization information to the on-board controller; The onboard controller is used to control the train to operate safely on the departure route based on the mobility authorization information.

4. The train safety operation system according to claim 3, characterized in that, The system for processing train departure routes also includes: The interlocking is used to obtain information on the train's stopping and to send a power-off command to the contact rail in the platform area to the power system. The interlocking is used to process the train's exit route in the protected section containing the turnout, and to check whether the processing conditions for the train's exit route are met; the processing conditions for the train's exit route include whether the turnout has been moved to the expected position of the exit route and is in a locked state. The interlock is used to check the opening conditions of the train's exit route when the conditions for processing the train's exit route are met. After the conditions for the train's exit route are met, the interlock is used to send the exit route opening signal to the power system. The power system is used to restore power supply to the contact rail in the platform area according to the exit route opening signal, so that the train can operate safely on the exit route.

5. The train safety operation system according to claim 1, characterized in that, The train safety operation system also includes a turnout protection device field control cabinet, which is used to control the movement of the turnout protection device in the field.

6. A method for safe train operation, characterized in that, This includes the procedures for handling train entry routes, specifically: The interlocking system manages the train's entry route in the protected section containing turnouts and sends drive commands to the turnout protection control unit; The turnout protection control unit drives the turnout protection device to the protection position in front of the turnout at the exit of the platform area according to the driving command, and transmits the position information of the turnout protection device in the protection position to the interlocking. The interlock receives the position indication information of the turnout protection device in the protected position and checks the train entry route opening conditions. When the train entry route opening conditions are met, the interlock sends the entry route opening signal to the local controller. The local controller calculates the train's movement authorization information based on the received station access route open signal and sends the movement authorization information to the on-board controller; The onboard controller controls the train to operate safely by entering the station and taking the designated route based on the mobility authorization information.

7. The train safe operation method according to claim 6, characterized in that, The procedures for handling train entry routes also include: The speed measuring equipment measures the real-time speed of the train and transmits the measured real-time speed of the train to the on-board controller. The on-board controller monitors the real-time speed of the train and compares it with the permissible speed at the entrance of the platform area. When the real-time speed of the train at the entrance of the platform area is greater than the permissible speed, the on-board controller sends a power-off command to the power system through the interlock. The power system controls the contact rail in the platform area to cut off power according to the power-off command, and the train stops.

8. The train safe operation method according to claim 6, characterized in that, The train safety operation method also includes the procedure for handling train departure routes, specifically including: The interlocking system handles the train's exit route in the protected section containing turnouts and checks whether the conditions for handling the train's exit route are met; the conditions for handling the train's exit route include whether the turnouts have been moved to the expected position of the exit route and are in a locked state. When the conditions for processing the train's departure route are met, the interlocking sends a drive command to the turnout protection control unit; The turnout protection control unit drives the turnout protection device to move to the non-protected position in front of the turnout according to the driving command, and transmits the position information of the turnout protection device in the non-protected position to the interlocking. The interlock receives the position indication information of the turnout protection device being in the non-protected position and checks the train departure route opening conditions. When the train departure route opening conditions are met, the interlock sends the departure route opening signal to the local controller. The local controller calculates the train's movement authorization information based on the received exit route open signal and sends the movement authorization information to the on-board controller. The onboard controller controls the train to operate safely on the departure route based on the mobility authorization information.

9. The train safe operation method according to claim 8, characterized in that, The procedure for handling train departure routes also includes: After the interlocking system obtains the information that the train has come to a complete stop, it sends a power-off command to the contact rail in the platform area to the power system. The interlocking system handles the train's exit route in the protected section containing turnouts and checks whether the conditions for handling the train's exit route are met; the conditions for handling the train's exit route include whether the turnouts have been moved to the expected position of the exit route and are in a locked state. When the conditions for processing the train's exit route are met, the interlock checks the conditions for opening the train's exit route. Once the conditions for opening the train's exit route are met, the interlock sends the exit route opening signal to the power system. The power system restores power supply to the contact rail in the platform area according to the signal that the departure route is open, and the train operates safely on the departure route.

10. A computer device, characterized in that, include: One or more processors; Memory, used to store one or more programs. When the one or more programs are executed by the one or more processors, the one or more processors perform the train safe operation method as described in any one of claims 6-9.

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