A method and device for disconnecting power from contact rails during evacuation of rail transit sections

Abstract

The present invention relates to a method and device for linking contact rail power outages for rail transit evacuation. After a passenger activates the emergency unlocking device for an escape door, this method sends an escape door unlock request to the onboard controller (VOBC). If the contact rail is not de-energized, the escape door is not authorized to open. The method also sends a contact rail de-energization request to the trackside signaling system. The trackside signaling system then sends the request to the contact rail power supply control system, automatically de-energizing the contact rail. The de-energization information is then transmitted back to the onboard controller (VOBC), which authorizes the escape door to open. Compared to existing technologies, this method improves the accuracy of contact rail de-energization and enhances the safety and efficiency of evacuations.

Description

Technical Field

[0001] The present invention relates to a rail transit signal control system, and in particular to a method and device for disconnecting a rail transit section evacuation linkage contact rail. Background Art

[0002] In fully automated urban rail transit projects, when using escape doors for passenger evacuation, evacuated passengers generally need to walk along the tracks. In projects where contact rails are used to power trains, the design does not consider the issue of personnel protection on the contact rails. Furthermore, there is no direct interlocking relationship between the disconnection of the contact rails and evacuation. This leads to the following design issues:

[0003] 1. If the contact rail is not powered on, there is a risk of electric shock when passengers evacuate along the track.

[0004] 2. The opening of the escape door and the power off of the contact rail are operated by different people. There is no interlocking relationship between the opening of the escape door and whether the power is off for the contact rail. There is a certain safety risk when passengers evacuate.

[0005] 3. Manually cutting off the power supply to the contact rail may result in the risk of misoperation and affect the evacuation efficiency.

[0006] Through searching, it is found that the current protection during evacuation of urban rail transit is generally set manually, and there is no linkage mechanism between passengers and dispatchers, which affects the evacuation efficiency and safety. Therefore, how to achieve the linkage between the two, thereby improving the evacuation efficiency while ensuring the safety of the evacuation, has become a technical problem that needs to be solved. Summary of the Invention

[0007] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a method and device for disconnecting the power supply of the contact rails during the evacuation of a rail transit section.

[0008] The purpose of the present invention can be achieved by the following technical solutions:

[0009] According to a first aspect of the present invention, a method for disconnecting the power supply of the contact rail in the evacuation linkage of a rail transit section is provided. After a passenger activates the emergency unlocking device of the escape door, the method sends an escape door unlocking request message to the on-board controller VOBC. If the contact rail is not powered on, the escape door is not authorized to open, and a contact rail power-off request message is sent to the trackside signal system. The trackside signal system sends the request message to the contact rail power supply control system, automatically disconnects the power supply of the contact rail, and then transmits the power-off message back to the on-board controller VOBC, which authorizes the escape door to open.

[0010] As a preferred technical solution, the method specifically includes the following steps:

[0011] Step S1: When a train is running or stopped in a section, a passenger activates the escape door unlocking device, and an "escape door unlocking request" message is sent to the onboard controller VOBC.

[0012] Step S2, the onboard controller VOBC determines whether the contact rail is powered off. If the contact rail is powered off, step S10 is executed; otherwise, step S3 is executed.

[0013] Step S3: If the contact rail is not powered off, the onboard controller VOBC sends a "contact rail power off request" message to the trackside signaling system;

[0014] Step S4, the trackside signal system forwards the "contact rail power off request" information to the contact rail power supply control system and the dispatching system;

[0015] Step S5: After receiving the power-off request information, the contact rail power supply control system issues a relevant alarm and starts an internal timer;

[0016] Step S6: Before the timer expires, the dispatcher manually confirms the evacuation train position and evacuation area, and then performs a confirmation operation in the contact rail power supply control system;

[0017] Step S7: Before the timer expires, the contact rail power supply control system controls the contact rail in the section where the train is located to be de-energized;

[0018] Step S8: After the contact rail is powered off, the contact rail power supply control system confirms the power off and sends a "contact rail power off confirmation" message to the trackside signaling system.

[0019] Step S9: The trackside signal system sends the received "contact rail power off confirmation" information to the vehicle-mounted controller VOBC via the vehicle-ground transmission system;

[0020] Step S10: The onboard controller VOBC authorizes the escape door to be unlocked according to the "contact rail power off confirmation" information and the train stop information.

[0021] As a preferred technical solution, in step S3, the vehicle-mounted controller VOBC sends a "contact rail power-off request" message to the trackside signal system via the vehicle-ground wireless transmission system.

[0022] As a preferred technical solution, the timer in step S6 is set to a time length that is required for the train in the evacuation protection zone to immediately trigger emergency braking and stop, and for the train outside the protection zone to not enter the protection zone.

[0023] As a preferred technical solution, the duration of the timer is set to the time required for the train's maximum speed to trigger emergency braking plus a set margin.

[0024] As a preferred technical solution, if the power-off operation is not confirmed when the timer ends, the contact rail will not be automatically powered off and a manual power-off operation is required.

[0025] As a preferred technical solution, the contact rail power-off area in step S7 is a set evacuation protection area, which is configured according to the civil engineering design and line wiring.

[0026] As a preferred technical solution, after the on-board controller VOBC authorizes the escape door to be unlocked, the passenger or crew member manually opens the escape door according to the escape door authorization information.

[0027] According to a second aspect of the present invention, there is provided a device for the method of disconnecting the power supply of the contact rails during the evacuation of the rail transit section, the device comprising a contact rail control module, a timer module, an alarm module and a human-machine interface;

[0028] The contact rail control module is connected to the timer module, the alarm module and the human-machine interface respectively.

[0029] As a preferred technical solution, the contact rail control module is connected to the trackside signal system via a network or hard line, receives "contact rail power off request" information, and feeds back contact rail power off confirmation information.

[0030] As a preferred technical solution, the contact rail control module is connected to the power monitoring system via a network or hard line to control the power supply to the contact rail and simultaneously collect the charged state of the contact rail.

[0031] As a preferred technical solution, the timer module is responsible for counting down according to the power-off request information.

[0032] As a preferred technical solution, the alarm module is responsible for issuing relevant alarm prompts according to the power-off request information.

[0033] As a preferred technical solution, the human-machine interface is responsible for displaying power supply status information and alarm information, and can also realize power-off control of the contact rails of each power supply partition.

[0034] According to a third aspect of the present invention, an electronic device is provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the method when executing the program.

[0035] According to a fourth aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the method described above is implemented.

[0036] Compared with the prior art, the present invention has the following advantages:

[0037] 1) The design of the present invention is that after the passenger or crew activates the escape door unlocking device, the escape door does not open immediately. It is necessary to confirm that the contact rail is powered off before authorizing the escape door to open, thereby ensuring the safety of the evacuated personnel.

[0038] 2) The present invention is designed to automatically cut off the power supply to the contact rail according to the power off request, thereby improving the accuracy of the contact rail power off and enhancing the safety and efficiency of evacuation.

[0039] 3) The timer designed in the present invention keeps the escape door closed and prohibits passengers from entering the section before and after the timing ends if the power outage is not manually confirmed, thereby avoiding passenger injuries and ensuring the safety of passengers.

[0040] 4) The timer designed in the present invention keeps the escape door closed before it ends in time and the power outage is not manually confirmed, creating conditions for the dispatcher to protect the evacuation route and ensure evacuation safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 This is a schematic diagram of linkage information transmission according to the present invention;

[0042] Figure 2 This is a flow chart of the linked power-off of the present invention;

[0043] Figure 3 Schematic diagram of the control device structure of the present invention; DETAILED DESCRIPTION

[0044] 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.

[0045] The present invention provides a method for linking contact rail power outages for rail transit evacuation protection. After a passenger activates the emergency unlocking device for an escape door, the method sends an escape door unlock request to the onboard controller (VOBC). The VOBC then determines whether to authorize the escape door to open based on information such as whether the contact rail is de-energized and whether the train has come to a complete stop. If the contact rail is not de-energized, a "contact rail power outage request" message is sent to the trackside signaling system via a train-to-ground wireless transmission system. The trackside signaling system then transmits the request to the contact rail power supply control system, triggering an alarm and automatically requesting a contact rail power outage. After manual confirmation of the power outage request, the contact rail is de-energized. The "contact rail power outage confirmation" message is then transmitted back to the onboard controller (VOBC), authorizing the escape door to open.

[0046] like Figure 1 and Figure 2 As shown, a method for linking contact rail power outage for rail transit section evacuation protection is provided. In response to a request from a train passenger to unlock an escape door, the contact rail is automatically powered off to guide passengers to evacuate through the track area. The method includes the following steps:

[0047] Initial conditions: The onboard controller VOBC automatically calculates the escape door request status based on vehicle input and controls the escape door to remain closed.

[0048] Step S1: When the train is running or stopped in a section, passengers or crew members activate the escape door unlocking device, the train stops with emergency braking, and the "escape door unlocking request" message is sent to the on-board controller VOBC. The escape door cannot be opened before the escape door opening authorization is obtained.

[0049] Step S2: After receiving the "escape door unlock request" information, the on-board controller VOBC determines whether the contact rail is powered off. If the contact rail is powered off, step S11 is executed.

[0050] Step S3: If the contact rail is not powered off, the onboard controller VOBC sends a "contact rail power off request" message to the trackside signal system via the vehicle-ground wireless transmission system.

[0051] Step S4: The trackside signal system forwards the "contact rail power off request" information to the contact rail power supply control device.

[0052] Step S5: After receiving the power-off request information, the contact rail power supply control device issues a relevant alarm and starts an internal timer MAX_DURATION.

[0053] Step S6: Before the timer MAX_DURATION ends, the dispatcher manually confirms the evacuation train position and evacuation area, and then performs a power-off confirmation operation in the contact rail power supply control system.

[0054] Step S7: Before the timer MAX_DURATION ends, after manual confirmation, the contact rail power supply control system controls the contact rail in the section where the train is located to be de-energized.

[0055] Step S8: If the power-off confirmation operation is not performed when the timer ends, the contact rail will not be automatically powered off. If power off is to be continued, manual operation is required.

[0056] Step 9: After the contact rail is powered off, the contact rail power supply control system confirms the power off situation. After confirming the power off, the "contact rail power off confirmation" information is sent to the trackside signal system.

[0057] Step 10: The trackside signal system sends the received "contact rail power off confirmation" information to the onboard controller VOBC through the vehicle-ground transmission system.

[0058] Step 11: The onboard controller VOBC authorizes the escape door to be unlocked based on information such as "contact rail power off confirmation".

[0059] Step 12: Passengers or crew members can manually open the escape door based on the escape door authorization information.

[0060] The prerequisite for the above steps is that the train-to-ground wireless transmission network is normal. If the train-to-ground transmission network fails, the contact rail should be powered off under manual confirmation.

[0061] After the passenger or crew member activates the escape door unlocking device in step S2, while activating the "escape door unlocking request", the emergency intercom button and the camera linked to the escape door should also be activated at the same time, so that the dispatcher and the people on the vehicle can communicate and confirm the situation on the scene.

[0062] The duration of the timer MAX_DURATION in the above step S6 is the time required for the train in the evacuation protection zone to immediately trigger the emergency brake to stop and for the train outside the protection zone to not enter the protection zone.

[0063] The duration of the timer MAX_DURATION is set to the time required for the train to stop after the emergency brake is triggered at the maximum speed plus the design margin.

[0064] In step S8, the contact rail power-off area is the set evacuation protection area, which is configured according to the civil engineering design and line wiring.

[0065] In step S12, the conditions for authorizing the unlocking of the escape door should include, in addition to the "contact rail power failure confirmation" information, the information that the train has come to a complete stop.

[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 contact rail power supply control device, which is further described below with reference to examples.

[0068] The contact rail power supply control device comprises a contact rail control module a, a timer module b, an alarm module c and a human-machine interface d.

[0069] The contact rail power supply control device is connected to the trackside signal system through a network or hard line, receives the "contact rail power off request" information, and feeds back the contact rail power off confirmation information.

[0070] The contact rail power supply control device is connected to the power monitoring system through a network or hard line to control the contact rail power supply and collect the charged status of the contact rail.

[0071] The contact rail control module a is responsible for collecting the live state of the contact rail and controlling the power off of the contact rail.

[0072] The timer module b is responsible for counting down according to the power-off request information.

[0073] The alarm module c is responsible for issuing relevant alarm prompts based on the power-off request information.

[0074] The human-machine interface d is responsible for displaying power supply status information and alarm information, and can also realize power-off control of the contact rails of each power supply partition.

[0075] Upon receiving the catenary power-off request, the contact rail power supply control device issues an alarm and determines whether the contact rail is energized. If the contact rail is energized, a prompt window will pop up for the dispatcher to confirm the power-off. After the dispatcher confirms the power-off, the control system powers off the contact rail power supply.

[0076] The above-mentioned contact rail power supply control devices are deployed trackside and in the control center. The trackside contact rail power supply control devices are divided according to power supply zones and connected to the trackside signaling system. All trackside contact rail power supply control devices are connected to the contact rail power supply control device in the control center via a network, realizing centralized control.

[0077] 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.

[0078] The electronic device of the present invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0079] Many components in a device are connected to the I / O interface, including: input units, such as a keyboard and mouse; output units, such as various types of displays and speakers; storage units, such as magnetic disks and optical disks; and communication units, such as network cards, modems, and wireless communication transceivers. The communication unit allows the device to exchange information / data with other devices via computer networks such as the Internet and / or various telecommunication networks.

[0080] The processing unit performs the various methods and processes described above, such as methods S1 to S12. For example, in some embodiments, methods S1 to S12 may be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of methods S1 to S12 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S12 in any other appropriate manner (e.g., by means of firmware).

[0081] The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip (SOCs), complex programmable logic devices (CPLDs), and the like.

[0082] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. Such program code can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device so that when the program code is executed by the processor or controller, the functions / operations specified in the flow chart and / or block diagram are implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0083] In the context of the present invention, machine-readable medium can be a tangible medium that can contain or store a program for use with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. Machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. More specific examples of machine-readable storage media can include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0084] 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 disconnecting the power supply of contact rails during evacuation of a rail transit section, characterized in that: After a passenger activates the emergency unlocking device of the escape door, the method sends an escape door unlocking request message to the onboard controller VOBC. If the contact rail is not powered off, the escape door is not authorized to open, and a contact rail power-off request message is sent to the trackside signal system. The trackside signal system sends the request message to the contact rail power supply control system, automatically powers off the contact rail, and then transmits the power-off message back to the onboard controller VOBC, which authorizes the escape door to open. The method specifically comprises the following steps: Step S1: When a train is running or stopped in a section, a passenger activates the escape door unlocking device, and an "escape door unlocking request" message is sent to the onboard controller VOBC. Step S2, the onboard controller VOBC determines whether the contact rail is powered off. If the contact rail is powered off, step S10 is executed; otherwise, step S3 is executed. Step S3: If the contact rail is not powered off, the onboard controller VOBC sends a "contact rail power off request" message to the trackside signaling system; Step S4, the trackside signal system forwards the "contact rail power off request" information to the contact rail power supply control system and the dispatching system; Step S5: After receiving the power-off request information, the contact rail power supply control system issues a relevant alarm and starts an internal timer; Step S6: Before the timer expires, the dispatcher manually confirms the evacuation train position and evacuation area, and then performs a confirmation operation in the contact rail power supply control system; Step S7: Before the timer expires, the contact rail power supply control system controls the contact rail in the section where the train is located to be de-energized; Step S8: After the contact rail is powered off, the contact rail power supply control system confirms the power off and sends a "contact rail power off confirmation" message to the trackside signaling system. Step S9: The trackside signal system sends the received "contact rail power off confirmation" information to the onboard controller VOBC via the vehicle-ground transmission system; Step S10: The onboard controller VOBC authorizes the unlocking of the escape door based on the "contact rail power failure confirmation" information and the train stop information.

2. A method for disconnecting the power supply of contact rails for evacuation in a rail transit section according to claim 1, characterized in that: In step S3, the vehicle-mounted controller VOBC sends a "contact rail power-off request" message to the trackside signaling system via the vehicle-ground wireless transmission system.

3. The method for disconnecting the power supply of the contact rails during the evacuation of a rail transit section according to claim 1, characterized in that: The timer in step S6 is set to a time length that is required for the train in the evacuation protection zone to immediately trigger emergency braking and stop, and for the train outside the protection zone to not enter the protection zone.

4. A method for disconnecting the power supply of contact rails for evacuation in a rail transit section according to claim 3, characterized in that: The duration of the timer is set to the time required for the train's maximum speed to trigger emergency braking plus a set margin.

5. The method for disconnecting the power supply of the contact rails during the evacuation of a rail transit section according to claim 1, characterized in that: If the power-off operation is not confirmed at the end of the timer, the contact rail will not be automatically powered off and a manual power-off operation is required.

6. The method for disconnecting the power supply of the contact rails during the evacuation of a rail transit section according to claim 1, characterized in that: The contact rail power-off area in step S7 is a set evacuation protection area, which is configured according to the civil engineering design and line wiring.

7. The method for disconnecting the power supply of the contact rails during the evacuation of a rail transit section according to claim 1, characterized in that: When the onboard controller VOBC authorizes the escape door to be unlocked, the passenger or crew member manually opens the escape door according to the escape door authorization information.

8. A device for the method for disconnecting the power supply of the contact rails for evacuation linkage in a rail transit section as claimed in any one of claims 1 to 7, characterized in that: The device includes a contact rail control module, a timer module, an alarm module and a human-machine interface; The contact rail control module is connected to the timer module, the alarm module and the human-machine interface respectively.

9. The device according to claim 8, characterized in that The contact rail control module is connected to the trackside signal system through a network or hard line, receives the "contact rail power off request" information, and feeds back the contact rail power off confirmation information.

10. The device according to claim 8, characterized in that The contact rail control module is connected to the power monitoring system via a network or hard line to control the power supply to the contact rail and collect the charged state of the contact rail.

11. The device according to claim 8, characterized in that The timer module is responsible for counting down according to the power-off request information.

12. The device according to claim 8, characterized in that The alarm module is responsible for issuing relevant alarm prompts according to the power-off request information.

13. The device according to claim 8, characterized in that The human-machine interface is responsible for displaying power supply status information and alarm information, and can also realize power-off control of the contact rails of each power supply partition.

14. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 7 is implemented.

15. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

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