Train control method, equipment and medium for prohibiting parking at insulated anchor section joints

Abstract

The present invention relates to a train control method, equipment and medium for prohibiting parking at the joint of an insulated anchor section. The method first defines a pantograph prohibited parking zone according to the position of the insulated anchor section joint, defines a rear vehicle prohibited parking zone according to the pantograph prohibited parking zone and the distance between the pantograph and the vehicle end, and defines a front vehicle monitoring zone according to the train control process; when there is no train in the front vehicle monitoring zone or the train has not stopped, the train operates normally; when a train enters the front vehicle monitoring zone and stops, the train after the train stops outside the entrance of the rear vehicle prohibited parking zone; when the train entering the front vehicle monitoring zone resumes operation or the front of the train leaves the exit of the front vehicle monitoring zone, the train after the train operates normally. Compared with the prior art, the present invention has the advantages of avoiding the risk of arcing and burning the network caused by the train stopping at the joint of the insulated anchor section; ensuring that the normal operating interval between trains is not affected; and being completed automatically without human participation.

Description

Technical Field

[0001] The invention relates to a train control method, in particular to a train control method, equipment and medium for prohibiting parking at an insulating anchor section joint. Background Art

[0002] Electric locomotives obtain electricity through the sliding contact between the pantograph slide and the overhead wire. The pantograph is installed on the roof. When the pantograph is raised, it can contact the overhead wire. When it is lowered, it lies flat on the roof. Whether the pantograph is raised or lowered depends on the train operation needs and configuration requirements.

[0003] In recent years, electric passenger cars on various urban lines have stopped at the joints of the insulating anchor sections, causing operational faults such as arcing and burning of contact wires, which have affected operational safety.

[0004] At present, the main method to solve this problem is manual control by the driver, which uses manual pantograph lowering to prevent the train from stopping in the prohibited parking area and causing malfunctions. Manual operation cannot completely avoid the occurrence of malfunctions. At present, the domestic control of electric passenger cars mostly adopts the communication-based train automatic control system (CBTC). There are also methods to add additional on-board and trackside special equipment to CBTC to ensure that the train passes through the insulating anchor section, but the implementation cost is very high. In addition, there are inevitable scenarios, such as the leading car is late for departure, or the train running in the section is moving quickly, so that the following car moves the authorization to the leading car, which in turn causes the following car to be forced to stop in the section, and the parking area happens to be at the joint of the insulating anchor section. Figure 1 As shown, at this time, the train is in the pantograph raising state, and arcing and network burning failures are very likely to occur. Summary of the invention

[0005] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a train control method, equipment and medium for prohibiting parking at the joint of insulating anchor sections.

[0006] The purpose of the present invention can be achieved by the following technical solutions:

[0007] According to a first aspect of the present invention, a train control method for prohibiting parking at an insulating anchor section joint is provided. The method first defines a pantograph prohibited parking zone according to the insulating anchor section joint position, defines a rear vehicle prohibited parking zone according to the pantograph prohibited parking zone and the distance between the pantograph and the vehicle end, and defines a front vehicle monitoring zone according to the train control process;

[0008] When there is no train in the monitoring area of ​​the leading vehicle or the train has not stopped, the train operates normally; when a train enters the monitoring area of ​​the leading vehicle and stops, the train after it stops outside the entrance of the prohibited parking area for the following vehicle; when the train entering the monitoring area of ​​the leading vehicle resumes operation or the front of the train leaves the exit of the monitoring area of ​​the leading vehicle, the train after it operates normally.

[0009] As a preferred technical solution, the leading vehicle monitoring area is continuously monitored by an automatic train monitoring system that continuously tracks the position of the train head, and the rear vehicle prohibited parking area is set to an allowed state or a prohibited state according to the monitoring results.

[0010] As a preferred technical solution, the status of the rear vehicle no-stopping zone is set by the train automatic monitoring system and then notified to the train automatic control system, and the train automatic control system controls the train running status.

[0011] As an optimal technical solution, when a train enters and stops at the entrance of the front vehicle monitoring area, the train automatic monitoring system sets the rear vehicle no-stopping area to a prohibited state, triggering an interface code to the following train. When the following train receives the interface code, the train automatic driving system controls the following train to stop at the entrance of the rear vehicle no-stopping area, and prohibits entering the rear vehicle no-stopping area.

[0012] As a preferred technical solution, the entrance mileage of the rear vehicle no-parking zone KP3=KP1+D1, wherein KP1 is the entrance mileage of the pantograph no-parking zone, D1 is the length of the front pantograph from the vehicle end, and the front pantograph is located at the front end of the train.

[0013] As a preferred technical solution, the entrance mileage of the preceding vehicle monitoring area KP5=KP3+D2, wherein D2 is the length of the train.

[0014] As an optimal technical solution, when the front of a train passes through the exit of the front vehicle monitoring area and the rear of the train produces the maximum system positioning error, the train automatic monitoring system sets the rear vehicle prohibited parking zone to the allowed state, and the train automatic control system controls the normal operation of the train.

[0015] As a preferred technical solution, the exit mileage of the rear vehicle no-parking zone KP4=KP2+D3, wherein KP2 is the exit mileage of the pantograph no-parking zone, and D3 is the length of the front pantograph from the vehicle end.

[0016] As a preferred technical solution, the exit mileage of the preceding vehicle monitoring area KP6=KP4+D4+D2, wherein D4=the safety margin at the end of the driving permit+the distance between the train automatic driving system and the train automatic protection system+the maximum positioning error of the rear of the train.

[0017] As a preferred technical solution, when the rear vehicle prohibited parking zone cannot be restored to the permitted state due to a fault, the vehicle-mounted controller restores the rear vehicle prohibited parking zone to the permitted state.

[0018] According to a second aspect of the present invention, there is provided an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and the method described above is implemented when the processor executes the program.

[0019] According to a third aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon, wherein the program implements the method described above when executed by a processor.

[0020] Compared with the prior art, the present invention has the following advantages:

[0021] 1) In the automatic driving mode, the present invention can ensure that the train pantograph falls outside the insulating anchor section joint, effectively avoiding the risk of arcing and burning of the grid caused by the train stopping at the insulating anchor section joint;

[0022] 2) The present invention effectively ensures that the normal operating interval between trains is not affected, and the train operating interval will not be increased due to the protection of the prohibited parking area;

[0023] 3) The scheme of the present invention is completed automatically without human intervention, thus avoiding errors that may be caused by manual operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is a schematic diagram of the pantograph prohibited stopping area when the train is moving;

[0025] Figure 2 This is a schematic diagram of the design of the entrance to the front vehicle monitoring area and the rear vehicle no-parking area of ​​the present invention;

[0026] Figure 3 This is a schematic diagram of the design of the exit of the front vehicle monitoring area and the rear vehicle no-parking area of ​​the present invention;

[0027] Figure 4 The present invention is a flow chart of the signal system controlling train operation in the anchor section area. DETAILED DESCRIPTION

[0028] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0029] This solution uses the automatic train monitoring system (ATS) to track the train position, and is implemented through the cooperation of the automatic train monitoring system (ATS) and the automatic train control system (ATC).

[0030] A no-stopping zone for the rear vehicle is defined in the system to ensure that the front pantograph and the rear pantograph of the train will not fall into the no-stopping zone for the pantograph. This zone is designed based on the mileage of the entrance point A and the exit point B of the no-stopping zone for the pantograph and the distance between the train pantograph and the vehicle end, and is configured in the system. According to the control relationship between the automatic train driving system (ATO) and the automatic train protection system (ATP), a leading vehicle monitoring zone is designed to ensure that when the leading vehicle is in the leading vehicle monitoring zone, the following vehicle will not closely follow and stop in the no-stopping zone for the following vehicle.

[0031] With the help of the ATS train monitoring system's global information, a specific interface is added between the ATS system and the on-board system to intervene in the train in advance. The ATS monitors the detailed positioning of the train. When a train enters point E at the entrance of the current vehicle monitoring area and the train is in a stopped state, a specific interface code is triggered to the train. When the train receives the specific code from ATS, the on-board ATO controls the train to stop at point C at the entrance of the rear vehicle prohibited parking area.

[0032] The current vehicle continues to move forward, and the front of the vehicle passes the exit F point of the monitoring area of ​​the preceding vehicle. The ATS cancels the specific code position for the vehicle, and the following vehicle automatically resumes ATO operation and continues to depart.

[0033] like Figure 2 As shown, under extreme conditions, the rear vehicle can be close to the rear of the front vehicle to ensure that the front pantograph of the rear vehicle falls outside the pantograph prohibited parking zone entrance point A. According to the mileage KP1 of the pantograph prohibited parking zone entrance point A and the length D1 of the front pantograph from the vehicle end, the mileage KP3 = KP1 + D1 of the rear vehicle prohibited parking zone entrance point C is calculated, and then the mileage KP5 = KP3 + D2 of the front vehicle monitoring zone entrance point E is calculated based on KP3 and the train length D2.

[0034] When the smallest front end of the current train enters point E and stops running, ATS sets the prohibited state of the rear vehicle no-stopping zone to ATC. ATC controls the train to stop at point C, the entrance of the rear vehicle no-stopping zone, and prohibits the train from entering the rear vehicle no-stopping zone.

[0035] like Figure 3 As shown, under the extreme case, the rear of the leading vehicle generates the maximum positioning error of the system, ensuring that the rear pantograph of the following vehicle falls outside the pantograph prohibited parking zone exit point B. According to the mileage KP2 of the pantograph prohibited parking zone exit point B and the length D3 of the front pantograph from the vehicle end, the mileage KP4=KP2+D3 of the rear vehicle prohibited parking zone exit point D is calculated, and then the mileage KP6=KP4+D4+D5 of the front vehicle monitoring zone exit point F is calculated by KP4, the system maximum error parameter D4 and the train length D5, where D4 is composed of the EOA safety margin, the ATO approaching ATP distance and the maximum positioning error of the rear of the leading vehicle.

[0036] When the minimum front of the current train passes the exit F point of the front train monitoring area, ATS sets the prohibited parking zone of the rear train to the allowed state and sends it to ATC. ATC controls the normal operation of the train to avoid stopping in the prohibited parking zone of the rear train.

[0037] like Figure 4 As shown in the figure, data configuration of the front vehicle monitoring area and the rear vehicle prohibited parking area is performed in the system. The ATS system continuously tracks the minimum front position of the train and monitors the front vehicle monitoring area.

[0038] Under normal circumstances, if there is no train in the monitoring area of ​​the current vehicle or the train has not stopped in this area, ATS will set the prohibited parking area for the following vehicle to the allowed state and inform ATC, and ATC will control the normal operation of the train.

[0039] If a train enters the monitoring area of ​​the preceding vehicle and stops, the ATS sets the prohibited parking area of ​​the following vehicle to the prohibited state and informs the ATC. At this time, the ATC will control the train to stop outside the entrance of the prohibited parking area of ​​the following vehicle. When the preceding vehicle resumes operation or the smallest head leaves the exit of the monitoring area of ​​the preceding vehicle, the ATS restores the prohibited parking area of ​​the following vehicle to the permitted state, and the ATC controls the train to operate normally.

[0040] Considering that after ATS prohibits the rear vehicle no-stopping zone, the rear vehicle no-stopping zone cannot be restored to the allowed state due to communication failure or train loss. In the above scenario, the CC-ATS communication interruption exceeds 60s (it can ensure that the front vehicle leaves the "front vehicle monitoring area" under normal conditions) or the CC itself loses its position, and the CC automatically restores the allowed state of the rear vehicle no-stopping zone. When the communication is restored or the train positioning is restored, the ATS determines that the train position still meets the prohibition conditions of the rear vehicle no-stopping zone, and the prohibited state is given to the CC again.

[0041] The above is an introduction to the method embodiment. The following is a further explanation of the scheme of the present invention through electronic equipment and storage medium embodiments.

[0042] 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.

[0043] Multiple components in the device are connected to the I / O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunication networks.

[0044] The processing unit performs the various methods and processes described above, such as the method of the present invention. For example, in some embodiments, the method of the present invention can 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 can be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the method of the present invention described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the method of the present invention by any other appropriate means (e.g., by means of firmware).

[0045] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, 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 chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0046] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes 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 the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0047] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0048] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A train control method for prohibiting parking at the joint of an insulating anchor section, characterized in that: The method first defines the pantograph no-stopping zone according to the joint position of the insulating anchor section, defines the rear vehicle no-stopping zone according to the pantograph no-stopping zone and the distance between the pantograph and the vehicle end, and defines the front vehicle monitoring zone according to the train control process; If there is no train in the monitoring area of ​​the preceding vehicle or the train has not stopped, the train will run normally; if a train enters the monitoring area of ​​the preceding vehicle and stops, the train behind it will stop outside the entrance of the prohibited parking area for the following vehicle; if the train entering the monitoring area of ​​the preceding vehicle resumes operation or the front of the train leaves the exit of the monitoring area of ​​the preceding vehicle, the train behind it will run normally; The front vehicle monitoring area is continuously monitored by an automatic train monitoring system that continuously tracks the position of the train head, and the rear vehicle prohibited parking area is set to a permitted state or a prohibited state according to the monitoring results; the state of the rear vehicle prohibited parking area is set by the automatic train monitoring system and then notified to the train automatic control system, and the train automatic control system controls the train running state.

2. A train control method for prohibiting parking at the insulating anchor section joint according to claim 1, characterized in that: When a train enters and stops at the entrance of the front vehicle monitoring area, the train automatic monitoring system sets the rear vehicle no-stopping area to a prohibited state and triggers an interface code to the following train. When the following train receives the interface code, the train automatic driving system controls the following train to stop at the entrance of the rear vehicle no-stopping area and prohibits entering the rear vehicle no-stopping area.

3. A train control method for prohibiting parking at the insulating anchor section joint according to claim 2, characterized in that: The entrance mileage of the rear vehicle no-parking zone KP3=KP1+D1, wherein KP1 is the entrance mileage of the pantograph no-parking zone, D1 is the length of the front pantograph from the vehicle end, and the front pantograph is located at the front end of the train.

4. A train control method for prohibiting parking at the insulating anchor section joint according to claim 3, characterized in that: The entrance mileage of the preceding vehicle monitoring area KP5=KP3+D2, wherein D2 is the length of the train.

5. A train control method for prohibiting parking at insulating anchor section joints according to claim 1, characterized in that: When the front of a train passes through the exit of the front vehicle monitoring area and the rear of the train generates the maximum positioning error of the system, the train automatic monitoring system sets the rear vehicle prohibited parking area to the allowed state, and the train automatic control system controls the normal operation of the train.

6. A train control method for prohibiting parking at the insulating anchor section joint according to claim 5, characterized in that: The exit mileage of the rear vehicle no-parking zone KP4=KP2+D3, wherein KP2 is the exit mileage of the pantograph no-parking zone, and D3 is the length of the front pantograph from the vehicle end.

7. A train control method for prohibiting parking at insulating anchor section joints according to claim 6, characterized in that: The exit mileage of the preceding vehicle monitoring area KP6=KP4+D4+D2, wherein D4=the safety margin at the end of the driving permit+the distance between the train automatic driving system and the train automatic protection system+the maximum positioning error of the rear of the train.

8. A train control method for prohibiting parking at the joint of an insulating anchor section according to claim 1, the method is implemented by cooperating with an on-board controller, and is characterized in that: When the rear vehicle prohibited parking zone cannot be restored to the permitted state due to a fault, the vehicle-mounted controller restores the rear vehicle prohibited parking zone to the permitted state.

9. 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 8 is implemented.

10. 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 8 is implemented.

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