A method for automatically determining a protection section limit point and a turnout lock

Abstract

The application discloses a kind of methods for automatically judging protection section limit point and turnout locking, it is to the laser survey data of trackside equipment collected to carry out processing, screen out the approachable signal with protection section limit point, identify its protection section limit point, and judge limit point type, then establish protection section limit point judgment model, carry out real-time difference comparison and update, judge whether protection section limit point meets design requirement;Again, turnout and warning post are analyzed, identify the axle counter near it, calculate the distance between each train after the direction of sliding and the axle counter near it, then establish turnout locking state judgment model, carry out real-time difference comparison and update, judge whether turnout locking state meets design requirement;Finally, obtain the judgment result.According to the application, only according to the collected laser survey data, the automatic update of protection section limit point and turnout locking state can be carried out, and whether it meets the design requirement is automatically judged.

Description

Technical Field

[0001] This invention relates to the technical field of urban rail transit, specifically a method for automatically determining the restriction points and turnout locking in protected sections. Background Technology

[0002] Signals are trackside infrastructure for railways and urban rail transit. In railway signaling systems, which primarily use ground signals, drivers must operate according to the signal displays. In urban rail transit systems, which primarily use onboard signals, there are generally no signals on the main line sections. Ground signals are only installed in turnout sections for shunting operations.

[0003] A protection zone is a double-red-light section established to prevent trains from overstepping signal limits and causing dangerous consequences. For example, in sections of the Zhengzhou-Wuhan and Beijing-Zhengzhou railways using UM71 automatic block signaling (a technical system necessary for ensuring absolute safety of trains operating between stations), double-red-light protection zones are set up to prevent trains from overstepping signals due to speeding. When the rear signal displays a red light, the front signal also displays a red light simultaneously; the area between the two red-lighting signals is a no-train protection zone. If a train overspeeds, it is safely stopped within the protection zone, preventing dangerous consequences from overstepping a section where a train is present and the signal is displayed with a red light.

[0004] A protected section is an accessible signal. Trains operate with a safe margin of safety ahead of a stop signal. To ensure both high speed and stability, the protected section is designed to be as long as possible. However, its length is constrained by the protected section's limiting points—points that trains absolutely cannot cross. These limiting points primarily include turnouts, warning markers, axle counters, floodgates, stop blocks, and the protected sections of opposing signals.

[0005] When designing axle counters near turnouts and warning markers, the distances from the axle counter to the turnout and from the axle counter to the warning marker must be considered to prevent trains from slipping backward and causing turnout lock-up if the distances are too short. Therefore, when designing the distances, it is necessary to consider whether the distances from the axle counter to the turnout and from the axle counter to the warning marker meet the calculated values, in order to determine the turnout locking status and the rationality of the installation.

[0006] Once trackside equipment (beacons, signals, axle counters, turnouts, stopcocks, etc.) is installed and inspected, laser measurement is performed on each piece of equipment to determine its actual location on-site and output to the designers. However, in practice, there can be significant differences between the laser-measured equipment location and the initial design location. Designers need to quickly assess the impact of the laser-measured equipment location on the protection zone's restriction points and turnout locking status. If the location does not meet design requirements, immediate feedback must be given to on-site personnel to relocate the corresponding equipment. This speed and accuracy are particularly crucial for projects with tight deadlines.

[0007] The current methods for determining the restriction points and turnout locking status in protected sections mainly rely on manual labor. A spreadsheet is created in Excel to compare and update the on-site equipment locations with the original design locations. Statistics show that this update process takes at least 13 hours, with an average of 21 hours per project. If problems are found, feedback needs to be sent back to the site for correction, and then the process is repeated until the design requirements are fully met.

[0008] It is evident that the existing judgment methods are overly reliant on human intervention, not only depending on human experience but also being extremely time-consuming. This makes them unsuitable for the modernization of railways and fails to keep pace with the development of intelligent manufacturing. Summary of the Invention

[0009] To address the aforementioned issues, this invention provides a method for automatically determining the limiting points and turnout locking status of protected sections. By inputting laser measurement data from trackside equipment on-site, the method automatically updates the limiting points and turnout locking status of protected sections and determines whether they meet design requirements.

[0010] The technical solution of the present invention is as follows:

[0011] A method for automatically determining the limit point and turnout locking in a protected section, characterized in that it includes:

[0012] Step S1: Initialize the laser positioning parameters of the trackside equipment. The positioning parameters mainly include number, name, type, and mileage.

[0013] The trackside equipment includes signals, axle counters, warning markers, turnouts, beacons, wheel stops, floodgates, and various boundaries; the boundaries include speed limit points, gradient change points, stopping points, platform boundaries, turnaround rail boundaries, storage rail boundaries, and switching rail boundaries.

[0014] Step S2: Use a binary tree structure to traverse the laser positioning parameters of the signal machine;

[0015] Step S3: Initialize the signal parameter unit and filter out accessible signals that have protection zone restriction points;

[0016] The signal parameters include signal number, signal name, signal type, and signal mileage;

[0017] Step S4: For each accessible signal selected, identify the corresponding protection zone restriction point and determine the restriction point type;

[0018] The types of restricted points include: turnouts, warning markers, axle counters, floodgates, wheel stops, and protection zones for opposite signals;

[0019] Step S5: Establish a protection zone restriction point judgment model, and perform real-time difference comparison and update based on the different restriction point types judged in step S4 to determine whether the protection zone restriction points meet the design requirements.

[0020] Step S6: For the accessible signals whose restriction point type is turnout and warning sign determined in step S4, a binary tree structure is used to traverse the laser measurement position parameters of the turnout and warning sign.

[0021] Step S7: For each turnout or warning marker identified in step S4, identify the axle counters nearby.

[0022] Step S8: Calculate the distance between each turnout in the backward slip direction of a train parked in front of the axle counter in step S7 and its nearby axle counter, or calculate the distance between each warning marker in the backward slip direction of a train parked in front of the axle counter in step S7 and its nearby axle counter.

[0023] Step S9: Establish a turnout locking status judgment model, and perform real-time difference comparison and update based on the position information of different signals obtained in step S3 to determine whether the turnout locking status meets the design requirements.

[0024] Step S10: Summarize and output the judgment results.

[0025] The specific processing steps of S4-S5 are as follows:

[0026] Step S41: For the selected accessible signals, preprocess the loop variable i, signal number, protection section length, and coordinates of the first and second limit points of the protection section. After processing, the value of the initialized loop counter variable i is 1 and the maximum signal number value is obtained.

[0027] Step S42: For the selected accessible signal lights, the following are automatically identified: the length of the protected section is S, the coordinates of the first limit point of the protected section are a, and the coordinates of the second limit point of the protected section are b.

[0028] Step S43: Determine the type of the automatically identified constraint points;

[0029] Step S51: Based on the determined type of the second restriction point in the protected area, establish a restriction point determination model for the protected area:

[0030]

[0031] Where X is the discrimination parameter, AP_Reduction_On_Uncontrolled_Point is the uncontrolled parameter calculated when the train is speeding, and h is the backward slip distance;

[0032] Based on the identification information from step S52, the discrimination parameter X can be calculated according to the judgment model;

[0033] Step S52: Compare the discrimination parameter X calculated in step S51 with the protected section length S identified in step S42 to determine whether the selected accessible signal meets the design requirements.

[0034] The specific judgment process for step S9 is as follows:

[0035] Step S91: For the turnouts identified in step S4, preprocess the loop variable j, turnout number, turnout coordinates, and axle coordinates. After processing, the value of the initialized loop counter variable j is 1 and the maximum turnout number value is obtained.

[0036] Step S92: For each turnout, automatically identify the axle coordinate f1 that is closest to the turnout in the upstream direction;

[0037] Step S93: For each turnout in the downstream direction, automatically identify the axle coordinates f2 and f3 that are closest to the turnout in the two directions of positioning and reversal;

[0038] Step S94: Establish turnout locking status judgment models according to different directions of the turnout:

[0039] D_Toe_Joint = ABS(d-f1)

[0040] Where D_Toe_Joint is the distance from the upstream axle counter to the turnout, d is the turnout coordinate, and f1 is the coordinate of the nearest axle counter to the turnout in the upstream direction.

[0041] D_Normal_Toe_Fouling_Point_Joint=ABS(d-f2)

[0042] Where D_Normal_Toe_Fouling_Point_Joint is the distance from the turnout positioning axle to the turnout, d is the turnout coordinate, and f2 is the coordinate of the axle closest to the turnout in the positioning direction;

[0043] D_Reverse_Toe_Fouling_Point_Joint=ABS(d-f3)

[0044] Where D_Reverse_Toe_Fouling_Point_Joint is the distance from the turnout's reverse position axle counter to the turnout, d is the turnout coordinate, and f3 is the coordinate of the axle counter closest to the turnout in the reverse position direction;

[0045] Step S95: Determine whether the axle counter on the turnout's fixed / reverse position is inside the turnout's warning marker. If it is inside, it is a normal over-limit axle counter. If it is outside, determine the difference between the distance D_Normal_Toe_Fouling_Point_Joint from the axle counter on the turnout's fixed position and the distance D_Reverse_Toe_Fouling_Point_Joint from the axle counter on the turnout's reverse position and D_Joint_FoulingPoint+Fouling distance. This will determine whether the design requirements are met. If D_Normal_Toe_Fouling_Point_Joint or D_Reverse_Toe_Fouling_Point_Joint is greater than D_Joint_FoulingPoint+Fouling distance, the design requirements are met; otherwise, they are not. Here, D_Joint_FoulingPoint is the deadlock distance of the warning marker, and Fouling distance is the distance from the warning marker to the turnout. Both are internal system configuration parameters.

[0046] Step S96: Determine the magnitudes of the distances D_Toe_Joint and D_Toe_Point from the upstream axle of the turnout to determine whether the design requirements are met. If D_Toe_Joint is greater than D_Toe_Point, the design requirements are met; otherwise, they are not. Here, D_Toe_Point is the deadlock distance of the turnout, which is an internal configuration parameter of the system.

[0047] The technical solution of the present invention has the following beneficial effects:

[0048] (1) This invention overcomes the technical defects of the prior art that rely entirely on manual labor. By collecting data and establishing a corresponding calculation model, it realizes the automatic identification of the restricted points and turnout locking status of the protected section through intelligent calculation.

[0049] (2) The protection section restriction point and turnout locking status judgment model constructed by the present invention can solve the error caused by human negligence, and the judgment result is highly reliable and accurate.

[0050] (3) This invention can be applied to the determination of the location of trackside equipment during the on-site installation process of all urban rail transit, combining the protection section restriction point and the turnout locking status, which is highly practical;

[0051] (4) This invention only requires manual collection of laser measurement data, and then completes all judgments automatically without any manual intervention. Compared with the traditional method, it is highly intelligent and efficient. Attached Figure Description

[0052] Figure 1 This is a flowchart illustrating the process of determining the restriction point of the protected area involved in this invention.

[0053] Figure 2 This invention relates to a flowchart for determining the locking status of a turnout.

[0054] Figure 3 This is a schematic diagram of the display and result presentation interface after the discrimination process of this invention is completed.

[0055] Figure 4 This is the updated table displayed after the discrimination is completed in the example. Detailed Implementation

[0056] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings.

[0057] The main judgment steps of the method for automatically determining the limit point and turnout locking in the protected section designed in this invention include:

[0058] Step S1: Initialize the laser positioning parameters of the trackside equipment. The positioning parameters mainly include number, name, type, and mileage.

[0059] The trackside equipment includes signals, axle counters, warning markers, turnouts, beacons, wheel stops, floodgates, and various boundaries; the boundaries include speed limit points, gradient change points, stopping points, platform boundaries, turnaround rail boundaries, storage rail boundaries, and switching rail boundaries.

[0060] Step S2: Use a binary tree structure to traverse the laser positioning parameters of the signal machine;

[0061] Step S3: Initialize the signal parameter unit and filter out accessible signals that have protection zone restriction points;

[0062] The signal parameters include signal number, signal name, signal type, and signal mileage;

[0063] Step S4: For each accessible signal screened, identify its corresponding protection zone restriction point and determine the restriction point type; the restriction point types include: turnouts, warning markers, axle counters, floodgates, wheel stops, and protection zones of oncoming signals;

[0064] Step S5: Establish a protection zone restriction point judgment model, perform real-time difference comparison and update based on different restriction point types, and determine whether the protection zone restriction points meet the design requirements.

[0065] Step S6: Use a binary tree structure to traverse the laser measurement position parameters of the turnout and warning marker determined in step S4.

[0066] Step S7: For each turnout or warning marker identified in step S4, identify the axle counters nearby.

[0067] Step S8: Calculate the distance between each train stopped in front of the axle counter in step S7 and the nearby axle counter in the direction of backward slip.

[0068] Step S9: Establish a turnout locking status judgment model, and perform real-time difference comparison and update based on the position information of different signals obtained in step S3 to determine whether the turnout locking status meets the design requirements.

[0069] Step S10: Summarize and output the judgment results.

[0070] like Figure 1 As shown, the specific process for determining whether the restricted points of the protected area meet the design requirements in steps S4-S5 is as follows:

[0071] Step S41: For the selected accessible signals, preprocess the loop variable i, signal number, protection section length, and coordinates of the first and second limit points of the protection section. After processing, the value of the initialized loop counter variable i is 1 and the maximum signal number value is obtained.

[0072] Step S42: For the selected accessible signal lights, the following are automatically identified: the length of the protected section is S, the coordinates of the first limit point of the protected section are a, and the coordinates of the second limit point of the protected section are b.

[0073] Step S43: Determine the type of the automatically identified constraint points;

[0074] Step S51: Based on the type of the second restriction point in the protected area, establish a restriction point judgment model for the protected area:

[0075]

[0076] Where X is the discrimination parameter, AP_Reduction_On_Uncontrolled_Point is the uncontrolled parameter calculated when the train is speeding, and h is the backward slip distance;

[0077] Based on the identification information from step S52, the discrimination parameter X can be calculated according to the judgment model;

[0078] Step S54: Compare the discrimination parameter X calculated in step S53 with the protected section length S identified in step S52 to determine whether the selected accessible signal meets the design requirements.

[0079] like Figure 2 As shown, the specific process for determining whether the turnout locking state meets the design requirements in step S9 is as follows:

[0080] Step S91: For the turnouts identified in step S4, preprocess the loop variable j, turnout number, turnout coordinates, and axle coordinates. After processing, the value of the initialized loop counter variable j is 1 and the maximum turnout number value is obtained.

[0081] Step S92: For each turnout, automatically identify the axle coordinate f1 that is closest to the turnout in the upstream direction;

[0082] Step S93: For each turnout in the downstream direction, automatically identify the axle coordinates f2 and f3 that are closest to the turnout in the two directions of positioning and reversal;

[0083] Step S94: Establish turnout locking status judgment models according to different turnout directions:

[0084] D_Toe_Joint = ABS(d-f1)

[0085] Where D_Toe_Joint is the distance from the upstream axle counter to the turnout, d is the turnout coordinate, and f1 is the coordinate of the nearest axle counter to the turnout in the upstream direction.

[0086] D_Normal_Toe_Fouling_Point_Joint=ABS(d-f2)

[0087] Where D_Normal_Toe_Fouling_Point_Joint is the distance from the turnout positioning axle to the turnout, d is the turnout coordinate, and f2 is the coordinate of the axle closest to the turnout in the positioning direction;

[0088] D_Reverse_Toe_Fouling_Point_Joint=ABS(d-f3)

[0089] Where D_Reverse_Toe_Fouling_Point_Joint is the distance from the turnout's reverse position axle counter to the turnout, d is the turnout coordinate, and f3 is the coordinate of the axle counter closest to the turnout in the reverse position direction;

[0090] Step S95: Determine whether the counter axle on the turnout's fixed / reverse position is inside the turnout's warning marker: if it is inside, it is a normal over-limit counter axle; if it is outside, determine the magnitude of the distance D_Normal_Toe_Fouling_Point_Joint from the counter axle on the turnout's fixed position to the turnout, or the distance D_Reverse_Toe_Fouling_Point_Joint from the counter axle on the turnout's reverse position to the turnout, and D_Joint_FoulingPoint + Fouling distance, to determine whether it meets the design requirements; where D_Joint_FoulingPoint is the deadlock distance of the warning marker, and Fouling distance is the distance from the warning marker to the turnout;

[0091] Step S96: Determine the magnitudes of the distances D_Toe_Joint and D_Toe_Point from the upstream axle of the turnout to determine whether they meet the design requirements; where D_Toe_Point is the deadlock distance of the turnout.

[0092] This invention establishes a dual-function judgment model for the protection section restriction point and the turnout locking status, which can achieve automated judgment to determine whether the protection section restriction point meets the design requirements and whether the turnout locking status meets the design requirements.

[0093] Based on the above method, taking Chengdu Metro Line 17 as an example, an automated judgment work after laser measurement of Line 17 was realized by establishing a dual-function judgment model for the restricted points and turnout locking status of the protected section.

[0094] like Figure 3 The image shows the interface display and results after the judgment work of this invention is completed.

[0095] After the discrimination is completed, it will be automatically generated. Figure 4 In the table shown, columns R and X represent the updated content, column P is the first judgment column, and column AA is the second judgment column. When all are "OK", it means that the design requirements are met. When "NOK" appears, it means that the design requirements are not met, and the problem needs to be reported to the site quickly.

[0096] The table below compares the time required for determining the restricted points and turnout locking status of protected sections after laser measurement for 10 projects: Zhengzhou Line 4, Chengdu Line 17, Chengdu Line 18, Chengdu Line 9, Shanghai Line 15, Shanghai Line 18, Kunming Line 6, Suzhou Line 3, Shenzhen Line 6, and Wuhan Line 8. It shows that the update efficiency is significantly improved, reaching an actual efficiency of 99.2%.

[0097]

Claims

1. A method for automatically determining the limit point and turnout locking in a protected section, characterized in that, The judgment process is as follows: Step S1: Initialize the laser positioning parameters of the trackside equipment; The trackside equipment includes signals, axle counters, warning markers, turnouts, beacons, wheel stops, floodgates, and various boundaries; the boundaries include speed limit points, gradient change points, stopping points, platform boundaries, turnaround rail boundaries, storage rail boundaries, and switching rail boundaries. The laser positioning parameters mainly include number, name, type, and mileage; Step S2: Use a binary tree structure to traverse the laser positioning parameters of the signal machine; Step S3: Initialize the signal parameter unit and filter out accessible signals that have protection zone restriction points; The signal parameters include signal number, signal name, signal type, and signal mileage; Step S4: For each accessible signal selected, identify the corresponding protection zone restriction point and determine the restriction point type; The types of restricted points include: turnouts, warning markers, axle counters, floodgates, wheel stops, and protection zones for opposite signals; Step S5: Establish a protection zone restriction point judgment model, and perform real-time difference comparison and update based on the different restriction point types judged in step S4 to determine whether the protection zone restriction points meet the design requirements. Step S6: For the accessible signals whose restriction point type is turnout and warning sign determined in step S4, a binary tree structure is used to traverse the laser measurement position parameters of the turnout and warning sign. Step S7: For each turnout or warning marker identified in step S4, identify the axle counters nearby. Step S8: Calculate the distance between each turnout in the backward slip direction of a train parked in front of the axle counter in step S7 and its nearby axle counter, or calculate the distance between each warning marker in the backward slip direction of a train parked in front of the axle counter in step S7 and its nearby axle counter. Step S9: Establish a turnout locking status judgment model, and perform real-time difference comparison and update based on the position information of different signals obtained in step S3 to determine whether the turnout locking status meets the design requirements. Step S10: Summarize and output the judgment results.

2. The method for automatically determining the limiting point and turnout locking of the protected section as described in claim 1, characterized in that, In step S4, the parameters of the selected accessible traffic signals are first preprocessed. After preprocessing, the value of the initialized loop counter variable i is 1, and the traffic signal number is the maximum traffic signal number value. Then, the following are automatically identified: the length of the protected section is S, the coordinates of the first restriction point of the protected section are a, and the coordinates of the second restriction point of the protected section are b. Then, the restriction point type is determined.

3. The method for automatically determining the limiting point and turnout locking of the protected section as described in claim 2, characterized in that, The parameters include the cycle counter variable i, the signal number, the length of the protected section, the coordinates of the first limit point of the protected section, and the coordinates of the second limit point of the protected section.

4. The method for automatically determining the limiting point and turnout locking of the protected section as described in claim 2, characterized in that, The specific judgment process for step S5 is as follows: Step S51: Based on the type of the second restriction point of the protected area obtained by judgment, establish a restriction point judgment model for the protected area; based on the restriction point judgment model for the protected area and combined with the information obtained by automatic identification, calculate the discrimination parameter X; Step S52: Compare the discrimination parameter X calculated in step S51 with the length S of the protected area section to determine whether the selected accessible signal meets the design requirements.

5. The method for automatically determining the limiting point and turnout locking of the protected section as described in claim 4, characterized in that, The protection zone restriction point judgment model established in step S51 is as follows: Where X is the discrimination parameter, AP_Reduction_On_Uncontrolled_Point is the uncontrolled parameter calculated when the train is speeding, and h is the backward slip distance.

6. The method for automatically determining the limiting point and turnout locking of the protected section as described in claim 1, characterized in that, The specific judgment process for step S9 is as follows: Step S91: For the turnouts identified in step S4, preprocess the loop counter variable j, turnout number, turnout coordinates, and axle coordinates. After processing, the value of the initialized loop counter variable j is 1, and the turnout number is the maximum turnout number value. Step S92: For each turnout in step S91, automatically identify the axle coordinate f1 that is closest to the turnout in the upstream direction; Step S93: For each turnout in step S91, the axle coordinates f2 and f3 closest to the turnout in the downstream direction are automatically identified in the two directions of positioning and reversing. Step S94: Establish turnout locking status judgment models according to the different directions of the turnout described in steps S92 and S93: D_Toe_Joint = ABS(d-f1) Where D_Toe_Joint is the distance from the upstream axle counter to the turnout, d is the turnout coordinate, and f1 is the coordinate of the nearest axle counter to the turnout in the upstream direction. D_Normal_Toe_Fouling_Point_Joint=ABS(d-f2) Where D_Normal_Toe_Fouling_Point_Joint is the distance from the turnout positioning axle to the turnout, d is the turnout coordinate, and f2 is the coordinate of the axle closest to the turnout in the positioning direction; D_Reverse_Toe_Fouling_Point_Joint=ABS(d-f3) Where D_Reverse_Toe_Fouling_Point_Joint is the distance from the turnout's reverse position axle counter to the turnout, d is the turnout coordinate, and f3 is the coordinate of the axle counter closest to the turnout in the reverse position direction; Step S95: Determine whether the axle counter on the turnout's fixed / reverse position is inside the turnout's warning marker. If it is inside, it is a normal over-limit axle counter. If it is outside, determine the difference between the distance D_Normal_Toe_Fouling_Point_Joint from the axle counter on the turnout's fixed position and the distance D_Reverse_Toe_Fouling_Point_Joint from the axle counter on the turnout's reverse position and D_Joint_FoulingPoint+Fouling distance. This will determine whether the design requirements are met. If D_Normal_Toe_Fouling_Point_Joint or D_Reverse_Toe_Fouling_Point_Joint is greater than D_Joint_FoulingPoint+Fouling distance, the design requirements are met; otherwise, they are not. Here, D_Joint_FoulingPoint is the deadlock distance of the warning marker, and Fouling distance is the distance from the warning marker to the turnout. Both are internal system configuration parameters. Step S96: Determine the magnitudes of the distances D_Toe_Joint and D_Toe_Point from the upstream axle of the turnout to determine whether the design requirements are met. If D_Toe_Joint is greater than D_Toe_Point, the design requirements are met; otherwise, they are not. Here, D_Toe_Point is the deadlock distance of the turnout, which is an internal configuration parameter of the system.

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