A method and device for dividing civil engineering attribute data of rail transit lines

Abstract

The present invention relates to a method and device for dividing the civil engineering attribute data of a rail transit line. The method is a signal system that uniformly divides the attribute information of the rail transit line according to the division principle, wherein the division process is specifically as follows: (1) the signal system is divided according to the weather influence of the line section; (2) the signal system is divided according to the civil engineering environment attributes of the line section; (3) the signal system is divided according to whether isolation and protection are provided between the two rail lines of a double-line section; (4) the signal system is divided according to the evacuation conditions of the line section. Compared with the existing technology, the present invention has the advantages of improving the efficiency and quality of system design and data configuration, and is also conducive to the centralized retrieval of these data information by system function software.

Description

Technical Field

[0001] The present invention relates to a rail transit signal system, and in particular to a method and device for dividing civil engineering attribute data of a rail transit line. Background Art

[0002] Some functions of the rail transit signal system are related to the civil engineering conditions of the tracks on the operating lines. According to different civil engineering designs and construction conditions, the signal system performs corresponding control and operations.

[0003] The functions of the signal system related to the civil engineering conditions of the tracks on the operating lines mainly include:

[0004] When it is rainy or snowy, in the track area affected by rain or snow, the signal system onboard controller controls the train to enter the rain or snow mode and controls the train to operate according to the relevant parameters in the rain or snow mode;

[0005] In projects where trains are equipped with obstacle derailment detection capabilities, the signal system's onboard controller activates the corresponding protection zone after the train detects an obstacle. The scope of the protection zone must take into account whether the two or more tracks on the same line are independent of each other in terms of civil engineering.

[0006] In the platform area, when the signal system controls trains entering and leaving the station, it is necessary to check the status of the platform emergency stop button. For side platforms, whether to check the status of the emergency stop button on the opposite platform depends on whether the two platform rails are isolated and protected;

[0007] When the signal system performs the interval evacuation function, the location and configuration of the evacuation platform must be checked to control the door operation on the evacuation side.

[0008] To perform these functions, the signaling system needs to separately check the relevant civil engineering conditions, making judgments based on the civil engineering attributes at different locations along the line to implement different control schemes. Currently, the widely used civil engineering condition checking method configures civil engineering condition attributes based on the track segments or logical segments of the axle counter or track circuit. This method has the advantage of having a limited number of basic data types and can share the unit element defined by "segments" with train occupancy detection. However, it lacks flexibility and lacks granularity for rain and snow mode switching, activation of protection zones during obstacle derailment detection, and door control during evacuation. Summary of the Invention

[0009] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and to provide a method and device for dividing the civil engineering attribute data of a rail transit line.

[0010] The purpose of the present invention can be achieved by the following technical solutions:

[0011] According to one aspect of the present invention, a method for dividing the civil engineering attribute data of a rail transit line is provided. The method is a signal system that uniformly divides the attribute information of the rail transit line according to a division principle, wherein the division process is specifically as follows:

[0012] (1) The signal system is divided according to the weather conditions affecting the line sections;

[0013] (2) The signal system is divided according to the civil engineering environment attributes of the line section;

[0014] (3) The signal system is divided according to whether isolation protection is provided between the two track lines in the double-track section;

[0015] (4) The signal system is divided according to the evacuation conditions of the line section.

[0016] As a preferred technical solution, the (1) signal system is divided into underground sections and ground sections according to the influence of weather on the line sections. The underground sections refer to the areas within the underground sections where subway trains run on underground lines and are not affected by rain or snow. The ground sections include open sections, ground sections and elevated sections. Within the areas within the ground sections, subway trains run on ground lines and are affected by rain or snow.

[0017] As an optimal technical solution, for line sections divided according to the weather-affected attributes of the line sections, if the length of the above-ground section or underground section is less than the length of the longest train operating on the line, there is no need to define a separate section due to different weather attributes.

[0018] As a preferred technical solution, the (2) signal system is divided according to the civil engineering environment attributes of the line section, including single-line sections and double-line sections: the single-line section is a section in which there is only one track line in the civil engineering environment of the train running section within the section area; the double-line section is a section in which there are two or more track lines in the civil engineering environment of the train running section within the section area.

[0019] As a preferred technical solution, when the inter-station area is a single-tunnel double-track section or a ground and elevated double-track section with sufficient safety isolation between the two tracks, these areas are divided into single-track sections.

[0020] As a preferred technical solution, the (3) signal system is divided according to whether isolation and protection are performed between the two track lines of the double-line section, including isolated sections and non-isolated sections. The isolated sections are sections in which isolation and protection are performed between the various track lines within the train running section range in the area; the non-isolated sections are sections in which no isolation and protection is performed between the various track lines within the train running section range in the area.

[0021] As an optimal technical solution, the platform area on the side platform where the two lines are safely isolated is divided into an isolated section, and the section and platform area between the up and down lines where there is no safety isolation is divided into a non-isolated section.

[0022] As a preferred technical solution, the (4) signal system is divided according to the evacuation conditions of the line section, including no evacuation platform, evacuation platform on the left side of the line, evacuation platform on the right side of the line and evacuation platform on both sides;

[0023] For road sections divided according to different evacuation conditions, the length of the road section does not need to be greater than the length of the vehicle.

[0024] As a preferred technical solution, the boundaries of the route sections are defined according to the following principles:

[0025] (a) At the boundary between CBTC area and non-CBTC area;

[0026] (b) line terminals;

[0027] (c) Mileage locations where the four civil engineering environment attributes change on the line.

[0028] As a preferred technical solution, when dividing the route sections according to the weather-affected attributes of the route sections, the position of the boundary point between the ground section and the underground section is defined at the actual boundary mileage position between the tunnel and the ground, extending a set distance in the direction of the tunnel.

[0029] As a preferred technical solution, if the evacuation conditions of the platform track section are different from those of the adjacent track, the setting of the boundary points of the sections with different evacuation conditions should ensure that when the train has not fully entered or left the platform section area, the train has doors leading to the platform for evacuation.

[0030] According to another aspect of the present invention, a device for dividing rail transit line civil engineering attribute data is provided. The device uniformly divides rail transit line attribute information according to a division principle, specifically comprising:

[0031] The first division unit is used to divide the signal system according to the weather influence on the line section;

[0032] The second division unit is used to divide the signal system according to the civil engineering environment attributes of the line section;

[0033] The third division unit is used to divide the signal system according to whether isolation protection is provided between the two track lines in the double-line section;

[0034] The fourth division unit is used to divide the signal system according to the evacuation conditions of the line sections.

[0035] Compared with the prior art, the present invention has the following advantages:

[0036] 1. Defining civil engineering-related features as independent elements in the data, rather than being restricted to track sections and logical sections based on train position detection, provides greater design flexibility for related functions and facilitates improvements based on existing design schemes and concepts.

[0037] 2. The division of the boundary points of the civil engineering attribute area fully considers the train operation scenario and reserves buffer distance to ensure the complete and accurate implementation of the function;

[0038] 3. The division of the boundary points of the civil engineering attribute area fully considers the functional application scenarios, improves the applicability of the functions, and meets higher operational requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 This is a schematic diagram of the line section division principle of the present invention;

[0040] Figure 2 This is a schematic diagram of the isolation section division of the present invention;

[0041] Figure 3 A schematic diagram of the length division principle of rainy and snowy road sections according to the present invention;

[0042] Figure 4 This is a schematic diagram of the evacuation section division principle of the present invention;

[0043] Figure 5 Schematic diagram of the boundary division principle of rainy and snowy road sections according to the present invention;

[0044] Figure 6 Schematic diagram of the platform area evacuation section division principle of the present invention. DETAILED DESCRIPTION

[0045] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0046] During the system design process, the signal system uniformly divides line attributes and formulates corresponding division principles to improve the efficiency and quality of system design and data configuration, which is also conducive to the centralized retrieval of these data information by the system functional software.

[0047] like Figure 1As shown in FIG, a method for dividing the civil engineering attributes of rail transit lines is provided. The signal system uniformly divides the attributes of rail transit lines according to the division principle. The basis for the division includes:

[0048] (1) Divide the route sections according to how they are affected by weather;

[0049] (2) Divide according to the civil engineering environment attributes of the line section;

[0050] (3) The double-track section is divided according to whether isolation protection is provided between the two track lines;

[0051] (4) Divide according to the evacuation conditions of the line section.

[0052] The line sections are divided according to how they are affected by weather, including underground sections and above-ground sections. The underground sections refer to the sections within the underground section line range where subway trains run on underground lines and are not affected by rain or snow; the above-ground sections include open sections, ground sections and elevated sections. Within the above-ground section line range, subway trains run on above-ground lines and are affected by rain or snow.

[0053] According to the civil engineering environment attributes of the line section, it is divided into single-line sections and double-line sections: the single-line section is a section in which there is only one track line in the civil engineering environment of the train running section within the section area; the double-line section is a section in which there are two or more track lines in the civil engineering environment of the train running section within the section area.

[0054] The double-track section is divided into sections with isolation and protection according to whether the two track lines are isolated and protected. The sections with isolation are sections where isolation and protection are implemented between the track lines within the train running section range in the area; the sections without isolation are sections where no isolation and protection is implemented between the track lines within the train running section range in the area.

[0055] like Figure 2 As shown, the platform area on the side platform where safety isolation is implemented between the two lines is divided into an isolated section, and the section and platform area between the up and down lines without safety isolation are divided into non-isolated sections. When the area between stations is a single-tunnel double-track section or a ground and elevated double-track section with sufficient safety isolation between the two tracks, these areas are divided into single-track sections.

[0056] The line sections are divided according to their evacuation conditions, including no evacuation platform, evacuation platform on the left side of the line, evacuation platform on the right side of the line and evacuation platform on both sides.

[0057] For line sections that are divided according to their weather-affected attributes, if the length of the above-ground or underground section is less than the length of the longest train operating on the line, there is no need to define a separate section based on the different weather attributes. Figure 3 As shown, when the length of a tunnel, underground section, road surface or elevated section in the civil environment is less than the maximum length of a train running on the line, this short section is not separately divided into an underground section or a ground section, but can be classified as a ground section or an underground section on both sides.

[0058] For road sections divided according to different evacuation conditions, the road section length does not need to be greater than the vehicle length. Figure 4 As shown, when dividing sections based on different evacuation conditions, section length does not need to be considered. Even if the length of a section with evacuation platform characteristics is less than the maximum train length of the line, it can still be divided into a separate section with evacuation characteristics, but this section and the adjacent section are both underground or above-ground sections.

[0059] The route segment boundaries are defined according to the following principles:

[0060] (1) At the boundary between CBTC area and non-CBTC area;

[0061] (2) Line terminal;

[0062] (3) Mileage locations on the line where the above four civil engineering environmental attributes change.

[0063] like Figure 1 As shown, the definition of line segment boundaries is primarily based on changes in the line's civil engineering environment, taking into account factors such as line terminals, CBTC and non-CBTC area boundaries, and other line boundaries. Section line segments primarily include above-ground and underground sections, single-track and dual-track sections, and sections with different evacuation platform locations. They may also include sections with safety isolation properties. For dual-track sections with isolation, whether to classify them as single-track sections is determined based on the isolation strength.

[0064] When dividing the route sections according to the weather-affected attributes of the route sections, the position of the boundary point between the ground section and the underground section is defined at the actual boundary mileage position between the tunnel and the ground, extending a certain distance towards the tunnel. Figure 5 As shown, when defining the boundaries of above-ground and underground sections at the boundary between the ground and the tunnel, the section boundary must be defined on the tunnel side and located at a distance from the tunnel boundary greater than the sum of the maximum vehicle length and the positioning error. Because the onboard signaling systems for controlling trains in above-ground and underground sections have different emergency braking guarantee rates, with the above-ground section using a higher emergency braking guarantee rate, the section boundary layout must ensure that trains traveling in different directions use a lower stopping guarantee rate on the above-ground section.

[0065] If the evacuation conditions of the platform track section are different from those of the adjacent track, the boundary points of the sections with different evacuation conditions should be set to ensure that when the train has not completely entered or left the platform section area, the train can have doors leading to the platform for evacuation. Figure 6 As shown, when the first door at the front or rear of the train is aligned with the first door on the platform, the section range where the other end of the train is located and the platform are configured as the same evacuation section, allowing passengers to be evacuated to the platform.

[0066] The above is an introduction to a method embodiment. The following further illustrates the solution of the present invention through an apparatus embodiment.

[0067] The present invention also provides a device for dividing rail transit line civil engineering attribute data, which uniformly divides rail transit line attribute information according to a division principle, specifically comprising:

[0068] The first division unit is used to divide the signal system according to the weather influence on the line section;

[0069] The second division unit is used to divide the signal system according to the civil engineering environment attributes of the line section;

[0070] The third division unit is used to divide the signal system according to whether isolation protection is provided between the two track lines in the double-line section;

[0071] The fourth division unit is used to divide the signal system according to the evacuation conditions of the line sections.

[0072] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the described module can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0073] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A method for dividing civil engineering attribute data of rail transit lines, characterized in that: This method is to uniformly divide the rail transit line attribute information according to the division principle of the signal system, and the division process is as follows: (1) The signal system is divided according to the weather conditions affecting the line sections; (2) The signal system is divided according to the civil engineering environment attributes of the line section; (3) The signal system is divided according to whether isolation protection is provided between the two track lines in the double-track section; (4) The signal system is divided according to the evacuation conditions of the line section; The (1) signal system is divided into underground sections and above-ground sections according to the weather conditions of the line sections. The underground sections refer to the areas within the underground sections where subway trains run underground and are not affected by rain or snow. The above-ground sections include open sections, ground sections and elevated sections. Within the above-ground sections, subway trains run on above-ground lines and are affected by rain and snow. The (2) signal system is divided into single-line sections and double-line sections according to the civil engineering environment attributes of the line section: the single-line section is a section in which there is only one track line in the civil engineering environment of the train running section range within the section area; the double-line section is a section in which there are two or more track lines in the civil engineering environment of the train running section range within the section area; The (3) signal system is divided into sections with isolation and sections without isolation according to whether isolation and protection are provided between the two track lines in the double-track section. The isolation section is a section in which isolation and protection are provided between the track lines within the train running section range in the area. The non-isolated sections are sections within the train running area where there is no isolation protection between the various track lines; The (4) signal system is divided according to the evacuation conditions of the line section, including no evacuation platform, evacuation platform on the left side of the line, evacuation platform on the right side of the line, and evacuation platform on both sides; For road sections divided according to different evacuation conditions, the road section length does not need to be greater than the vehicle length; The boundaries of the route sections are defined according to the following principles: (a) At the boundary between CBTC area and non-CBTC area; (b) line terminals; (c) Mileage locations where the civil engineering environment attributes on the line change.

2. A method for dividing rail transit line civil engineering attribute data according to claim 1, characterized in that: For line sections that are divided according to their weather-affected attributes, if the length of the above-ground or underground section is less than the length of the longest train operating on the line, there is no need to define a separate section due to different weather attributes.

3. The method for dividing the civil engineering attribute data of a rail transit line according to claim 1, characterized in that: When the inter-station area is a single-tunnel double-track section or a ground and elevated double-track section with sufficient safety separation between the two tracks, these areas are divided into single-track sections.

4. The method for dividing the civil engineering attribute data of a rail transit line according to claim 1, characterized in that: The platform area on the side platform where safety isolation is performed between the two lines is divided into an isolated section, and the section and platform area between the up and down lines without safety isolation is divided into a non-isolated section.

5. The method for dividing the civil engineering attribute data of a rail transit line according to claim 1, characterized in that: When dividing the route sections according to the weather-affected attributes of the route sections, the position of the boundary point between the above-ground section and the underground section is defined at the actual boundary mileage position between the tunnel and the ground, extending the set distance in the direction of the tunnel.

6. The method for dividing the civil engineering attribute data of a rail transit line according to claim 1, characterized in that: If the evacuation conditions of the platform track section are different from those of the adjacent track, the boundary points of the sections with different evacuation conditions should be set to ensure that when the train has not fully entered or left the platform section area, the train has doors leading to the platform for evacuation.

7. A device for dividing civil engineering attribute data of a rail transit line, characterized in that: The device uniformly divides the rail transit line attribute information according to the division principle, including: The first division unit is used to divide the signal system according to the weather influence on the line section; The second division unit is used to divide the signal system according to the civil engineering environment attributes of the line section; The third division unit is used to divide the signal system according to whether isolation protection is provided between the two track lines in the double-line section; The fourth division unit is used to divide the signal system according to the evacuation conditions of the line section; Specifically, the first division unit includes: the signal system is divided into underground sections and above-ground sections according to the weather conditions of the line sections. The underground sections refer to the underground sections where subway trains run on underground lines and are not affected by rain or snow. The above-ground sections include open sections, ground sections, and elevated sections. Within the above-ground sections, subway trains run on above-ground lines and are affected by rain or snow. The second division unit is specifically: the signal system is divided according to the civil engineering environment attributes of the line section, including single-line sections and double-line sections: the single-line section is a section in which there is only one track line in the civil engineering environment of the train running section range within the section area; the double-line section is a section in which there are two or more track lines in the civil engineering environment of the train running section range within the section area; The third division unit is specifically: the signal system is divided according to whether isolation protection is provided between the two track lines in the double-line section, including isolated sections and non-isolated sections. The isolated sections are sections within the train running section of the area where isolation protection is provided between the track lines; the non-isolated sections are sections within the train running section of the area where no isolation protection is provided between the track lines; The fourth division unit is specifically: the signal system is divided according to the evacuation conditions of the line section, including no evacuation platform, evacuation platform on the left side of the line, evacuation platform on the right side of the line and evacuation platform on both sides; For road sections divided according to different evacuation conditions, the road section length does not need to be greater than the vehicle length; The boundaries of the route sections are defined according to the following principles: (a) At the boundary between CBTC area and non-CBTC area; (b) line terminals; (c) Mileage locations where the civil engineering environment attributes on the line change.

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