Method and system for controlling safe operation of a pneumatic train

Abstract

The application provides a safe operation control method and system of a pneumatic train, the method comprising: determining the interlocking logic constraint of trackside equipment of the pneumatic train system according to the protection of interlocking control; and controlling the safe operation of the pneumatic train in the pneumatic train system according to the interlocking logic constraint. The system executes the method. The application draws on the protection of interlocking control of traditional rail transit, and interlocking logic constraint is performed on the state of trackside equipment of the pneumatic train system, such as centrifugal fan and each gas valve. When the CBTC mode is adopted, the interlocking logic constraint can ensure the flexible, efficient and safe operation of the pneumatic train along the line.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, in particular to a safe operation control method and system of a pneumatic train. BACKGROUND

[0002] The pneumatic train line is widely used due to its low construction and maintenance cost, low noise and good environmental compatibility, and is applied to small-traffic lines such as the express line from the main city to the airport, the rapid transit line from the train station to the airport, and the subway extension line. Unlike the traditional railway line, the pneumatic train line does not have track circuits, signal equipment and train traction motors. The power system of the pneumatic train is a trackside fan and a propulsion plate extending into the hollow beam. The trackside fan pumps air into the hollow beam to create an air pressure difference on both sides of the propulsion plate, and this pressure difference drives the propulsion plate to drive the train to run along the hollow beam.

[0003] To ensure the safety of train operation, the traditional interlocking performs action constraints on track sections, switches, signal machines and other equipment according to certain rules. Due to the ground-based traction and braking equipment of the pneumatic train and the characteristics of no track circuits and signal machines, the traditional "three outdoor components" interlocking constraint principle is no longer applicable, and new interlocking rules need to be developed for new outdoor equipment.

[0004] The pneumatic train system replaces the train traction motor with a centrifugal fan installed on the ground, controls the pressure in the hollow beam through the trackside centrifugal pump, and controls various gas valves on the trackside to achieve smooth control and safe operation of the train.

[0005] Due to the large difference between the interlocking control objects of traditional rail transit and the outdoor equipment of the pneumatic train, there is no clear interlocking constraint principle for the outdoor equipment of the pneumatic train line. The main reason is that the existing pneumatic train control system controls the train operation with a fixed program, and the logical constraints between outdoor equipment can be analyzed by the prior art of exhaustive method, and then the state of the trackside equipment when the train is at each position on the line is obtained. By analyzing the state of the trackside equipment at each time / position, the contradictory relationship of each device in time and space can be intuitively reflected. After adjusting the state of the contradictory relationship of the trackside equipment in time and space, the fixed control program of the train is optimized by reverse recursion, thereby ensuring the safe operation of the train under the control of the fixed program.

[0006] Under the premise of flexible and efficient operation of the pneumatic train based on the communication-based train control (CBTC) system, the existing state analysis and adjustment method of the trackside equipment of the pneumatic train cannot meet the efficiency and safety requirements. SUMMARY

[0007] The application provides a safe operation control method and system of a pneumatic train, and aims at solving the problem that the existing state analysis and adjustment method of trackside equipment of the pneumatic train cannot meet the efficiency and safety requirements under the premise of flexible and efficient operation of the pneumatic train in the CBTC system.

[0008] The application provides a safe operation control method of a pneumatic train, which comprises the following steps of:

[0009] Determine the interlocking logic constraint of trackside equipment of the pneumatic train system according to the protection of interlocking control;

[0010] Control the safe operation of the pneumatic train in the pneumatic train system according to the interlocking logic constraint.

[0011] According to the safe operation control method of the pneumatic train, in the case that the protection of the interlocking control is to prevent rear-end collision of the pneumatic train, the interlocking logic constraint of the trackside equipment of the pneumatic train system comprises the following steps of:

[0012] In the case that the number of idle sections in front of the pneumatic train is less than or equal to a preset threshold, the trackside fan providing air power for the pneumatic train is stopped, and the pneumatic train is controlled to be in emergency braking.

[0013] According to the safe operation control method of the pneumatic train, in the case that the protection of the interlocking control is to prevent head-on collision of the pneumatic train, the interlocking logic constraint of the trackside equipment of the pneumatic train system comprises the following steps of:

[0014] In the case that the locking direction and the occupation direction of the first section where the pneumatic train is located are consistent, the trackside fan providing air power for the pneumatic train is stopped, all atmospheric valves of the route where the pneumatic train is located are opened, and the pneumatic train is controlled to be in emergency braking.

[0015] In the case that the number of idle sections in front of the pneumatic train is less than or equal to a preset threshold, the trackside fan providing air power for the pneumatic train is stopped, and the pneumatic train is controlled to be in emergency braking.

[0016] In the case that there is another train in the route where the pneumatic train is located, at most one centrifugal fan in the route where the pneumatic train is located works, and the centrifugal fan is used for providing traction for the pneumatic train.

[0017] According to the safe operation control method of the pneumatic train, the determination method of the occupation direction of the first section comprises the following steps of:

[0018] Determine the occupancy direction of the first section according to the occupancy direction of a second section and the running direction of the pneumatic train, the second section being a section adjacent to the first section.

[0019] According to the safety operation control method of the pneumatic train, in the case that the protection of the interlocking control is to prevent side collision of the pneumatic train, the interlocking logic constraint of trackside equipment of the pneumatic train system comprises:

[0020] In the case that the turnout where the pneumatic train is located is a single-acting turnout and the single-acting turnout is straight locked, close and lock all valve body equipment in a third section where the single-acting turnout is located, and lock the baffle in the hollow beam in the third section to a straight open position until the third section is idle.

[0021] According to the safety operation control method of the pneumatic train, in the case that the protection of the interlocking control is to prevent side collision of the pneumatic train, the interlocking logic constraint of trackside equipment of the pneumatic train system further comprises:

[0022] In the case that the turnout where the pneumatic train is located is a double-acting turnout and a first turnout in the double-acting turnout is straight locked, close and lock all valve body equipment in a fourth section where the first turnout is located, and lock the baffle in the hollow beam in the fourth section to a straight open position;

[0023] In the case that a fifth section where a second turnout in the double-acting turnout is located is occupied, lock all valve body equipment in the fifth section to a straight open and side closed locked state, and lock the baffle in the hollow beam in the fifth section to a straight open position;

[0024] In the case that the fifth section where the second turnout in the double-acting turnout is located is not occupied, lock all valve body equipment in the fifth section to a straight closed and side closed locked state, and lock the baffle in the hollow beam in the fifth section to a straight open position.

[0025] The present application also provides a safety operation control system of a pneumatic train, comprising a determination module and a control module.

[0026] The determination module is configured to determine the interlocking logic constraint of trackside equipment of the pneumatic train system according to the protection of the interlocking control.

[0027] The control module is configured to control the safety operation of the pneumatic train in the pneumatic train system according to the interlocking logic constraint.

[0028] The application further provides an electronic device comprising a processor and a memory storing a computer program, wherein the processor implements the safe operation control method of the pneumatic train according to any one of the above when executing the program.

[0029] The application further provides a non-transitory computer readable storage medium storing a computer program, wherein the computer program implements the safe operation control method of the pneumatic train according to any one of the above when executed by a processor.

[0030] The application further provides a computer program product comprising a computer program, wherein the computer program implements the safe operation control method of the pneumatic train according to any one of the above when executed by a processor.

[0031] The application provides the safe operation control method and system of the pneumatic train, which learns from the protection of interlocking control of the traditional rail transit, and performs interlocking logic constraint on trackside equipment of the pneumatic train system, so that the interlocking logic constraint can ensure flexible, efficient and safe operation of the pneumatic train along the line when the CBTC mode is adopted. BRIEF DESCRIPTION OF DRAWINGS

[0032] In order to more clearly illustrate the technical solutions of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0033] Figure 1 is a flowchart of the safe operation control method of the pneumatic train provided by the application;

[0034] Figure 2 is a structural schematic diagram of the pneumatic train system provided by the application;

[0035] Figure 3 is a schematic diagram of a section, a propulsion circuit and an approach in the pneumatic train system provided by the application;

[0036] Figure 4 is a state schematic diagram of trackside equipment when a double-throw turnout is straight locked according to the application;

[0037] Figure 5 is a state schematic diagram of trackside equipment when a double-throw turnout is side locked according to the application;

[0038] Figure 6 is a structural schematic diagram of the safe operation control system of the pneumatic train provided by the application;

[0039] Figure 7 is a structural schematic diagram of the electronic device provided by the application. DETAILED DESCRIPTION

[0040] In order to make the objects, technical solutions and advantages of the present application clearer, the technical solutions in the present application will be described clearly and completely below with reference to the drawings in the present application. Obviously, the described embodiments are only some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall into the protection scope of the present application.

[0041] Figure 1 is a flowchart of a safety operation control method of a pneumatic train provided by the present application, as shown in Figure 1 The method comprises the following steps.

[0042] In step 110, the interlocking logic constraint of the trackside equipment of the pneumatic train system is determined according to the protective effect of the interlocking control.

[0043] In step 120, the safety operation of the pneumatic train in the pneumatic train system is controlled according to the interlocking logic constraint.

[0044] It should be noted that the execution subject of the above method can be a computer device.

[0045] Optionally, according to the safety protection effect analysis of the interlocking control of the traditional rail transit, the protective effect of the interlocking control mainly includes preventing head-on collision of trains, preventing train rear-end collision and preventing train side collision. Based on this, the present application designs the interlocking logic constraint of the trackside equipment of the pneumatic train system by referring to the protective effect of the interlocking control of the traditional rail transit, and the trackside equipment such as centrifugal fan / pump GMP and each gas valve of the pneumatic train system is interlocked and controlled based on the corresponding interlocking control of the interlocking logic constraint, so as to guarantee the safe and efficient operation of the pneumatic train in the pneumatic system, wherein each gas valve can specifically include an isolation valve VIT and an atmosphere valve VA.

[0046] In the pneumatic train system, the train cannot pass through the closed isolation valve, which is a characteristic inherent to the pneumatic train system and is realized through mechanical relationship. The present application does not analyze it, and the safety operation control method of the pneumatic train provided by the present application is also realized on this premise.

[0047] Figure 2 is a structural schematic diagram of a pneumatic train system provided by the present application, as shown in Figure 2As shown, the pneumatic train system includes a pneumatic train, an air valve VA, an isolation valve VIT, a centrifugal fan / pump GMP, etc., a path between two continuous isolation valves VIT in the pneumatic train system is a section, one section or multiple continuous sections is a propulsion circuit, and an exit of a previous station to an exit of a next station is a route. Figure 3 As shown.

[0048] The safety operation control method of the pneumatic train provided by the present application can prevent the pneumatic train from rear-ending by using the protection of the interlocking control of the traditional rail transit, and can ensure the flexible, efficient and safe operation of the pneumatic train along the route by interlocking and logically constraining the trackside equipment of the pneumatic train system such as the centrifugal fan and each air valve.

[0049] Further, in one embodiment, in the case that the protection of the interlocking control is to prevent the pneumatic train from rear-ending, the interlocking logical constraint of the trackside equipment of the pneumatic train system can specifically include:

[0050] In the case that the number of idle sections in front of the pneumatic train is less than or equal to a preset threshold, the trackside fan providing air power for the pneumatic train is stopped, and the pneumatic train is controlled to emergency brake.

[0051] Alternatively, in the case that the protection of the interlocking control is to prevent the pneumatic train from rear-ending, the interlocking logical constraint of the trackside equipment of the pneumatic train system can specifically include that, in the case that the number of idle sections in front of the pneumatic train is less than or equal to a preset threshold, the trackside fan providing air power for the pneumatic train is stopped, and the pneumatic train is controlled to emergency brake.

[0052] The interlocking logical constraint of the trackside equipment of the pneumatic train system is determined by the following method: in the process of checking the idle and occupied sections in the pneumatic train system, when it is checked that the number of idle sections in front of the pneumatic train is less than or equal to a preset threshold, the trackside fan providing air pressure for the pneumatic train is immediately stopped, and the emergency brake of the pneumatic train is activated and controlled, and the preset threshold can be 1, and at this time, the number of idle sections in front of the pneumatic train is 0 or 1.

[0053] The safety operation control method of the pneumatic train provided by the present application can prevent the pneumatic train from rear-ending by using the protection of the interlocking control of the traditional rail transit, and can ensure the flexible, efficient and safe operation of the pneumatic train along the route by interlocking and logically constraining the trackside equipment of the pneumatic train system such as the centrifugal fan and each air valve.

[0054] Further, in one embodiment, the interlocking logic constraints of the wayside equipment of the pneumatic train system can specifically include:

[0055] In the case that the locking direction and the occupancy direction of the first section where the pneumatic train is located are consistent, shutting down the wayside fan providing air power for the pneumatic train, opening all atmospheric valves of the route where the pneumatic train is located, and controlling the pneumatic train to emergency brake;

[0056] In the case that the number of idle sections in front of the running direction of the pneumatic train is less than or equal to a preset threshold, shutting down the wayside fan providing air power for the pneumatic train, and controlling the pneumatic train to emergency brake;

[0057] In the case that there is another train in the route where the pneumatic train is located, at most one centrifugal fan in the route where the pneumatic train is located is working, and the centrifugal fan is used to provide traction for the pneumatic train.

[0058] Further, in one embodiment, the determination of the occupancy direction of the first section can include:

[0059] According to the occupancy direction of the second section and the running direction of the pneumatic train, the occupancy direction of the first section is determined, and the second section is a section adjacent to the first section.

[0060] Optionally, the first section can be specifically the section where the pneumatic train is located, the locking direction of the first section can specifically include uplink to downlink or downlink to uplink, and the occupancy direction of the first section can specifically include uplink to downlink or downlink to uplink. Wherein, the occupancy direction of the first section can be specifically determined according to the occupancy direction of the second section adjacent to the first section and the running direction of the pneumatic train.

[0061] For example, when the occupancy direction of the second section is uplink to downlink, and the running direction of the pneumatic train is uplink to downlink, the occupancy direction of the first section is uplink to downlink; when the occupancy direction of the second section is downlink to uplink, and the running direction of the pneumatic train is downlink to uplink, the occupancy direction of the first section is downlink to uplink;

[0062] For the protection of the interlocking control to prevent the pneumatic train from head-on confrontation, the interlocking logic constraints of the wayside equipment of the pneumatic train system can specifically include:

[0063] When the locking direction and the occupation direction of the section where the pneumatic train is located are consistent, the trackside fan providing air power for the pneumatic train is turned off, all atmospheric valves of the route where the pneumatic train is located are opened, and the emergency brake of the pneumatic train is controlled; when the number of idle sections in front of the running direction of the pneumatic train is less than or equal to a preset threshold (for example, 0 or 1), the trackside fan providing air power for the pneumatic train is turned off, and the emergency brake of the pneumatic train is controlled.

[0064] When another train exists in the route where the pneumatic train is located, at most one centrifugal fan in the route where the pneumatic train is located works to provide traction for the pneumatic train.

[0065] The interlocking logic constraints of the trackside equipment of the pneumatic train system are determined by the following methods:

[0066] The locking direction and the occupation direction of the section where the pneumatic train is located are determined, the locking direction can be from the uplink to the downlink or from the downlink to the uplink, and the occupation direction is determined by the occupation direction of the adjacent section of the section where the pneumatic train is located and the running direction of the pneumatic train. The interlocking needs to check whether the locking direction and the occupation direction of the pneumatic train are consistent in real time, if not, the trackside fan providing air pressure for the pneumatic train is turned off immediately, at the same time, all atmospheric valves of the route where the pneumatic train is located are opened, and the emergency brake of the pneumatic train is activated to control the emergency brake of the pneumatic train.

[0067] In the process of checking the section idle and occupation in the pneumatic train system, when the number of idle sections in front of the running direction of the pneumatic train is less than or equal to a preset threshold (for example, 0 or 1), the trackside fan providing air pressure for the pneumatic train is turned off immediately, and the emergency brake of the pneumatic train is activated to control the emergency brake of the pneumatic train.

[0068] It is prohibited that two or more centrifugal fans work at the same time in the same route (in the case that another train exists in the route where the pneumatic train is located, at most one centrifugal fan in the route where the pneumatic train is located works to provide traction for the pneumatic train), in the extreme case, if the pneumatic train and another train enter the same route in opposite directions, only one centrifugal fan working can ensure that only one train in the same route is pulled at the same time, and due to the inherent air pressure between the two trains, the collision between the two trains can be prevented or reduced.

[0069] The safety operation control method of the pneumatic train provided by the present application learns from the protection of the interlocking control of the traditional rail transit, and interlocking logic constraints are imposed on the trackside equipment of the pneumatic train system, such as trackside fans and various gas valves. When the CBTC mode is adopted, the interlocking logic constraints can prevent the pneumatic train from head-on confrontation, and ensure the flexible, efficient and safe operation of the pneumatic train along the line.

[0070] Further, in one embodiment, the interlocking logic constraints of trackside equipment of the pneumatic train system can specifically include:

[0071] In the case that the turnout where the pneumatic train is located is a single-throw turnout and the single-throw turnout is straight locked, closing and locking all valve body equipment behind the turnout of the third section where the single-throw turnout is located, and locking the baffle in the hollow beam in the third section to the straight open position until the third section is idle.

[0072] Alternatively, for the protection of the interlocking control to prevent the pneumatic train from side rushing, the interlocking logic constraints of trackside equipment of the pneumatic train system can specifically include:

[0073] When the turnout where the pneumatic train is located is a single-throw turnout and the single-throw turnout is straight locked, closing and locking all valve body equipment (e.g., atmospheric valve VA and isolation valve VIT) behind the turnout of the third section where the single-throw turnout is located, and locking the baffle in the hollow beam in the third section to the straight open position until the third section is idle.

[0074] The interlocking logic constraints of trackside equipment of the pneumatic train system are determined in the following way:

[0075] For the prevention of the pneumatic train from side rushing, the turnout system of the pneumatic train system is similar to the traditional rail transit turnout system, which is wheel-rail guided, so the train direction can be controlled by the rail alignment. However, due to its air-driven characteristics, the turnout system has another guiding device inside the hollow beam, i.e., the isolation baffle that closes the hollow beam passage behind the turnout or the isolation baffle that closes the hollow beam behind the turnout.

[0076] For the case that the turnout where the pneumatic train is located is a single-throw turnout, when the single-throw turnout is straight locked, locking all valve body equipment (e.g., atmospheric valve VA and isolation valve VIT) behind the turnout of the third section where the single-throw turnout is located to the closed and locked state, and locking the baffle in the hollow beam to the straight open position until the third section is idle.

[0077] Further, in one embodiment, the interlocking logic constraints of trackside equipment of the pneumatic train system can specifically include:

[0078] In the case that the turnout where the pneumatic train is located is a double-throw turnout and the first turnout in the double-throw turnout is straight locked, closing and locking all valve body equipment behind the turnout of the fourth section where the first turnout is located, and locking the baffle in the hollow beam in the fourth section to the straight open position;

[0079] In the case that the fifth section where the second turnout of the double-acting turnout is located is occupied, all valve body devices in the fifth section are locked in a straight open and lateral closed locking state, and the baffle in the hollow beam in the fifth section is locked in a straight open position;

[0080] In the case that the fifth section where the second turnout of the double-acting turnout is located is not occupied, all valve body devices in the fifth section are locked in a straight closed and lateral closed locking state, and the baffle in the hollow beam in the fifth section is locked in a straight open position.

[0081] Optionally, for the protection of the interlocking control to prevent the pneumatic train from being side-charged, the interlocking logic constraint of the trackside equipment of the pneumatic train system can further include:

[0082] In the case that the turnout where the pneumatic train is located is a double-acting turnout, and the first turnout of the double-acting turnout is straight locked, all valve body devices behind the turnout of the fourth section where the first turnout is located are closed and locked, and the baffle in the hollow beam in the fourth section is locked in a straight open position;

[0083] In the case that the section where the second turnout of the double-acting turnout is located (i.e. the fifth section) is occupied, all valve body devices in the fifth section are locked in a straight open and lateral closed locking state, and the baffle in the hollow beam in the fifth section is locked in a straight open position;

[0084] In the case that the fifth section is not occupied, all valve body devices in the fifth section are locked in a straight closed and lateral closed locking state, and the baffle in the hollow beam in the fifth section is locked in a straight open position.

[0085] For example, Figure 4 is a state diagram of the trackside equipment when the double-acting turnout is straight locked, as shown in Figure 4 The isolation valve VIT and the atmosphere valve VA behind the turnout section 1 where the first turnout is located are locked in a closed and locked state, and the baffle in the hollow beam in the turnout section 1 is in a straight open position. At this time, the turnout section 2 where the second turnout is located is not occupied, all valve body devices in the turnout section 2 are locked in a straight closed and lateral closed locking state, and the baffle in the hollow beam in the turnout section 2 is locked in a straight open position. For the case that the double-acting turnout is laterally locked, the state of each trackside equipment in the pneumatic train system is as shown in Figure 5 .

[0086] The application adopts traditional interlocking safety function analysis, processes new interlocking objects, that is, the main functions of traditional rail transit interlocking are migrated to the pneumatic train system through logical constraints, and the designed interlocking logical constraints break the barrier of unified control and unified scheduling of the whole line resources, so that the resource utilization rate is higher, and the safety and reliability are better.

[0087] Compared with the control method using fixed parameters and fixed online train number as the core of PLC, the pneumatic train trackside equipment is controlled by interlocking logical constraints, which increases the safety constraints of the bottom layer of the pneumatic system and provides a safety basis for upgrading the pneumatic train system from fixed parameter control to moving block / virtual moving block control. The safety operation control method of the pneumatic train provided by the application learns from the protective effect of the interlocking control of the traditional rail transit, and performs interlocking logical constraints on the trackside equipment of the pneumatic train system such as trackside fans and various gas valves. When the CBTC mode is used, the interlocking logical constraints can prevent the pneumatic train from side collision, ensure the flexible, efficient and safe operation of the pneumatic train along the line, apply the safety analysis of the traditional interlocking to the pneumatic train system, and develop the bottom layer safety logical constraints-interlocking relationship, so that the trackside resources of the whole line have higher safety constraints on the basis of decentralized control, and provide a safety basis for upgrading the pneumatic train system from fixed parameter control to moving block / virtual moving block control.

[0088] The safety operation control system of the pneumatic train provided by the application is described below, and the safety operation control system of the pneumatic train described below can be correspondingly referred to the safety operation control method of the pneumatic train described above.

[0089] Figure 6 The safety operation control system of the pneumatic train provided by the application is described below, and the safety operation control system of the pneumatic train described below can be correspondingly referred to the safety operation control method of the pneumatic train described above. Figure 6 As shown in FIG. 1, the safety operation control system of the pneumatic train provided by the application comprises:

[0090] a determination module 610 and a control module 611;

[0091] The determination module 610 is configured to determine the interlocking logical constraints of the trackside equipment of the pneumatic train system according to the protective effect of the interlocking control.

[0092] The control module 611 is configured to control the safety operation of the pneumatic train in the pneumatic train system according to the interlocking logical constraints.

[0093] The safety operation control system of the pneumatic train provided by the application learns from the protective effect of the interlocking control of the traditional rail transit, and performs interlocking logical constraints on the state of the trackside equipment of the pneumatic train system such as centrifugal fans and various gas valves. When the CBTC mode is used, the interlocking logical constraints can ensure the flexible, efficient and safe operation of the pneumatic train along the line.

[0094] Figure 7 is a schematic diagram of a physical structure of an electronic device provided by the present application, as shown in the figure, the electronic device can include: a processor 710, a communication interface 711, a memory 712 and a bus 713, wherein the processor 710, the communication interface 711, the memory 712 complete the communication between each other through the bus 713. The processor 710 can call the logic instruction in the memory 712 to execute the following method: Figure 7 According to the protection effect of interlocking control, the interlocking logic constraint of the trackside equipment of the pneumatic train system is determined;

[0095] According to the interlocking logic constraint, the safe operation of the pneumatic train in the pneumatic train system is controlled.

[0096] According to the interlocking logic constraint, the safe operation of the pneumatic train in the pneumatic train system is controlled.

[0097] In addition, the logic instruction in the above-mentioned memory can be realized in the form of a software function unit and sold or used as an independent product, and can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the parts that contribute to the prior art or parts of the technical solutions can be embodied in the form of a software product, and the computer software product stored in a storage medium includes a plurality of instructions for causing a computer power supply screen (which can be a personal computer, a server, or a network power supply screen) to execute all or part of the steps of the method described in various embodiments of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0098] Further, the present application discloses a computer program product, the computer program product includes a computer program stored on a non-transitory computer readable storage medium, the computer program includes program instructions, when the program instructions are executed by a computer, the computer can execute the safe operation control method of the pneumatic train provided by each method embodiment described above, for example, including:

[0099] According to the protection effect of interlocking control, the interlocking logic constraint of the trackside equipment of the pneumatic train system is determined;

[0100] According to the interlocking logic constraint, the safe operation of the pneumatic train in the pneumatic train system is controlled.

[0101] In another aspect, the present application also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the method for controlling safe operation of a pneumatic train according to any of the above embodiments, for example comprising:

[0102] determining, according to the interlocking control protection, an interlocking logic constraint of trackside equipment of the pneumatic train system;

[0103] controlling safe operation of a pneumatic train in the pneumatic train system according to the interlocking logic constraint.

[0104] The system embodiments described above are merely illustrative, wherein the units described as separate components can or can not be physically separate, and the components displayed as units can or can not be physical units, i.e., can be located in one place or distributed on multiple network units. Part or all of the modules can be selected to achieve the purpose of the embodiment according to actual needs. Those skilled in the art can understand and implement without creative labor.

[0105] From the above description of the embodiments, those skilled in the art can clearly understand that the embodiments can be implemented by means of software and the necessary universal hardware platform, and of course can also be implemented by hardware. Based on such understanding, the above technical solutions, essentially or in terms of contribution to the prior art, can be embodied in the form of a software product, which can be stored in a computer readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions for causing a computer power supply screen (which can be a personal computer, a server, or a network power supply screen, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0106] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacements for some technical features; and these modifications or replacements do not make the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for safe operation control of a pneumatic train, characterized by, The method comprises the following steps: determining the interlocking logic constraints of trackside equipment of the pneumatic train system according to the protection of interlocking control; controlling the safe operation of the pneumatic train in the pneumatic train system according to the interlocking logic constraints; in the case that the protection of interlocking control is to prevent head-on confrontation of the pneumatic train, the interlocking logic constraints of trackside equipment of the pneumatic train system comprise: in the case that the locking direction and the occupying direction of the first section where the pneumatic train is located are consistent, shutting down the trackside fan providing air power for the pneumatic train, opening all atmospheric valves of the route where the pneumatic train is located, and controlling the pneumatic train to emergency brake; in the case that the number of idle sections in front of the running direction of the pneumatic train is less than or equal to a preset threshold, shutting down the trackside fan providing air power for the pneumatic train, and controlling the pneumatic train to emergency brake; in the case that there is another train in the route where the pneumatic train is located, there is at most one centrifugal fan working in the route for providing traction for the pneumatic train.

2. The method of claim 1, wherein, in the case that the protection of interlocking control is to prevent rear-end collision of the pneumatic train, the interlocking logic constraints of trackside equipment of the pneumatic train system comprise: in the case that the number of idle sections in front of the running direction of the pneumatic train is less than or equal to a preset threshold, shutting down the trackside fan providing air power for the pneumatic train, and controlling the pneumatic train to emergency brake.

3. The method of claim 1, wherein, the determination method of the occupying direction of the first section comprises: determining the occupying direction of the first section according to the occupying direction of the second section and the running direction of the pneumatic train, the second section being the section adjacent to the first section.

4. The method of claim 1, wherein in the case that the protection of interlocking control is to prevent side collision of the pneumatic train, the interlocking logic constraints of trackside equipment of the pneumatic train system comprise: in the case that the turnout where the pneumatic train is located is a single-action turnout and the single-action turnout is straight locked, closing and locking all valve body equipment behind the third section where the single-action turnout is located, and locking the baffle in the hollow beam in the third section to the straight open position until the third section is idle.

5. The method of claim 1, wherein, in the case that the protection of interlocking control is to prevent side collision of the pneumatic train, the interlocking logic constraints of trackside equipment of the pneumatic train system further comprise: in the case that the turnout where the pneumatic train is located is a double-action turnout and the first turnout in the double-action turnout is straight locked, closing and locking all valve body equipment behind the fourth section where the first turnout is located, and locking the baffle in the hollow beam in the fourth section to the straight open position; in the case that the fifth section where the second turnout in the double-action turnout is located is occupied, locking all valve body equipment in the fifth section to the straight open and side closed locking state, and locking the baffle in the hollow beam in the fifth section to the straight open position; in the case that the fifth section where the second turnout in the double-action turnout is located is not occupied, locking all valve body equipment in the fifth section to the straight closed and side closed locking state, and locking the baffle in the hollow beam in the fifth section to the straight open position.

6. A safety operation control system of a pneumatic train, characterized by, Comprising: a determining module and a control module; the determining module is configured to determine interlocking logic constraints of trackside equipment of the pneumatic train system according to a protection function of the interlocking control; the control module is configured to control safe operation of a pneumatic train in the pneumatic train system according to the interlocking logic constraints; in a case where the protection function of the interlocking control is to prevent head-on collision of the pneumatic train, the interlocking logic constraints of trackside equipment of the pneumatic train system comprise: in a case where a locking direction and an occupancy direction of a first section where the pneumatic train is located are consistent, shutting down a trackside fan providing air power for the pneumatic train, opening all atmospheric valves of a route where the pneumatic train is located, and controlling the pneumatic train to perform emergency braking; in a case where a number of idle sections in front of a running direction of the pneumatic train is less than or equal to a preset threshold, shutting down the trackside fan providing air power for the pneumatic train, and controlling the pneumatic train to perform emergency braking; in a case where there is another train in the route where the pneumatic train is located, there is at most one centrifugal fan working in the route, and the centrifugal fan is configured to provide traction for the pneumatic train.

7. An electronic device comprising a processor and a memory having a computer program stored therein, characterized in that The processor executes the computer program to implement the safe operation control method of the pneumatic train according to any one of claims 1 to 5.

8. A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to implement the safe operation control method of the pneumatic train according to any one of claims 1 to 5.

9. A computer program product comprising a computer program, characterized in that, The computer program is executed by the processor to implement the safe operation control method of the pneumatic train according to any one of claims 1 to 5.

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