Train protection section configuration method and device

Abstract

The application provides a train protection section configuration method and device, the train protection section configuration method comprises the following steps: obtaining the pneumatic braking parameters and the movement authority of a train; obtaining the real-time braking curve of the train based on the pneumatic braking parameters and the movement authority; determining the running distance corresponding to the target stopping point based on the real-time braking curve, and obtaining the protection section position information of the train based on the running distance and the distance between the train and the planned stopping point. The method can automatically obtain the protection section according to the real-time braking position of the train, and improves the automatic operation efficiency of the signal system and the safety of the train braking process.

Description

Technical Field

[0001] This invention relates to the field of train safety control technology, and in particular to a method and device for configuring train protection zones. Background Technology

[0002] In Communication Based Train Control (CBTC) mode, multiple track sections are typically set up outside the train stopping point as protection zones (overlap) of the route to achieve overshoot protection for the rail transit operation control system.

[0003] In the existing technology, in order to facilitate the configuration and implementation of engineering schemes, the length of the protection section is configured in a fixed form in the interlocking table. Thus, the computer interlocking can realize the safety protection of the train route according to the interlocking table. When setting up protection sections on different train operation lines, it is necessary to manually read the length information of the protection section in the interlocking table multiple times. The degree of automation is low, the flexibility is poor, and the operating efficiency of the track system is low. Summary of the Invention

[0004] This invention provides a method and apparatus for configuring train protection zones, which solves the problem that existing technologies require manual reading of the length information of the protection zone in the interlocking table multiple times when setting up protection zones on different train lines. This results in low automation, poor flexibility, and low operating efficiency of the track system, and improves the safety of the train braking process.

[0005] This invention provides a method for configuring train protection zones, applied to an automatic train operation (ATO) system, comprising:

[0006] The pneumatic braking parameters and movement authorization of the train are obtained. The pneumatic braking parameters include the speed margin of the train, the communication delay between the Automatic Train Protection (ATP) system and the isolation valve of the pneumatic braking system, the communication delay between the Automatic Train Control (ATO) system and the centrifugal fan and exhaust valve of the pneumatic braking system, and the closing delay of the isolation valve, the centrifugal fan and the exhaust valve respectively.

[0007] Based on the pneumatic braking parameters and movement authorization, the real-time braking curve of the train is obtained. The real-time braking curve is used to represent the mapping relationship between the train's running speed and the train's driving position. The real-time braking curve is also used to calculate the train's travel distance after hitting the line.

[0008] Based on the real-time braking curve, the travel distance corresponding to the target stopping point is determined, and based on the travel distance and the distance between the train and the planned stopping point, the protection section location information of the train is obtained.

[0009] According to a train protection zone configuration method provided by the present invention, the step of obtaining the train's pneumatic braking parameters and movement authorization includes:

[0010] Receive movement authorization sent by the area controller ZC;

[0011] When the train is braking, a first braking command is sent to the centrifugal fan, and the communication delay between the ATO and the centrifugal fan and the closing delay of the centrifugal fan are obtained. A second braking command is sent to the exhaust valve, and the communication delay between the ATO and the exhaust valve and the closing delay of the exhaust valve are obtained. A third braking command is sent to the ATP, and the communication delay between the ATP and the isolation valve and the closing delay of the isolation valve are obtained. The speed margin at the current moment is obtained according to the train speed margin table.

[0012] Wherein, the first braking command is used to instruct the centrifugal fan to shut down, the second braking command is used to instruct the exhaust valve to shut down, and the third braking command is used to instruct the ATP to control the isolation valve to shut down based on the train's travel path and the range of the movement authorization.

[0013] According to a train protection zone configuration method provided by the present invention, the step of determining the travel distance corresponding to the target stopping point based on the real-time braking curve, and obtaining the train's protection zone location information based on the travel distance and the distance between the train and the planned stopping point, includes:

[0014] Based on the safety braking model and the speed change information of any point on the real-time braking curve under different communication delays, the travel distance of the train in the case of collision with the line is obtained;

[0015] The location information of the protected section of the train is obtained based on the difference between the distance traveled by the train in the event of a collision with the line and the distance between the train and the planned stopping point.

[0016] According to a train protection section configuration method provided by the present invention, after receiving the movement authorization sent by the receiving area controller ZC and before sending a first braking command to the centrifugal fan in the event of train braking, the method further includes:

[0017] When the train starts, a first start command is sent to the centrifugal fan, a second start command is sent to the exhaust valve, and a third start command is sent to the ATP. The first start command is used to instruct the centrifugal fan to blow air into the ventral cavity of the precast box girder of the train, the second start command is used to instruct the exhaust valve to open, and the third start command is used to instruct the ATP to control the isolation valve to open based on the train's travel path and the range of the movement authorization.

[0018] According to a train protection zone configuration method provided by the present invention, the step of obtaining the train's travel distance in the event of a collision with the track based on a safety braking model and speed change information corresponding to any point on the real-time braking curve under different communication delays includes:

[0019] The actual braking speed of the train is obtained based on the initial speed of the train, the speed measurement error and the target communication delay time corresponding to any point. The target communication delay time is at least one of the following: the communication delay between ATP and the isolation valve, the communication delay between ATO and the centrifugal fan and exhaust valve of the pneumatic braking system, and the closing delay corresponding to the isolation valve, the centrifugal fan and the exhaust valve, respectively.

[0020] The distance traveled by the train in the event of a collision with the track is calculated by using the safety braking model to determine the actual braking speed and the distance traveled by the train within the braking time.

[0021] The present invention also provides a train protection section configuration device, comprising:

[0022] The acquisition module is used to acquire the pneumatic braking parameters and movement authorization of the train. The pneumatic braking parameters include the speed margin of the train, the communication delay between the Automatic Train Protection (ATP) system and the isolation valve of the pneumatic braking system, the communication delay between the Automatic Train Control (ATO) system and the centrifugal fan and exhaust valve of the pneumatic braking system, and the closing delay of the isolation valve, the centrifugal fan and the exhaust valve, respectively.

[0023] The first processing module is used to obtain the real-time braking curve of the train based on the pneumatic braking parameters and movement authorization. The real-time braking curve is used to represent the mapping relationship between the train's running speed and the train's driving position. The real-time braking curve is used to calculate the distance the train travels after hitting the line.

[0024] The second processing module is used to determine the travel distance corresponding to the target stopping point based on the real-time braking curve, and to obtain the protection section location information of the train based on the travel distance and the distance between the train and the planned stopping point.

[0025] According to the present invention, a train protection section configuration device is provided.

[0026] The second processing module is specifically used to obtain the travel distance of the train in the event of a collision with the line based on the safety braking model and the speed change information corresponding to any point on the real-time braking curve under different communication delays; and to obtain the protection zone location information of the train based on the difference between the travel distance of the train in the event of a collision with the line and the distance between the train and the planned stopping point.

[0027] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the train protection section configuration method as described above.

[0028] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the train protection section configuration method as described above.

[0029] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the train protection section configuration method as described above.

[0030] The train protection zone configuration method and apparatus provided by the present invention determine the real-time braking curve of the train by acquiring the train's pneumatic braking parameters and movement authorization, and then obtain the train's protection zone position information based on the travel distance corresponding to the target stopping point on the real-time braking curve and the distance between the train and the planned stopping point. It can automatically acquire the protection zone based on the train's real-time braking position, thereby improving the automated operation efficiency of the signal system and the safety of the train braking process. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0032] Figure 1 This is a flowchart illustrating the train protection section configuration method provided by the present invention;

[0033] Figure 2 This is a schematic diagram of the pneumatic braking system provided by the present invention;

[0034] Figure 3 This is a schematic diagram of the interface between the real-time braking curve and the normal braking curve provided by the present invention.

[0035] Figure 4 This is a schematic diagram of the structure of the train protection section configuration device provided by the present invention;

[0036] Figure 5 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0038] The following is combined with Figures 1-4 The present invention describes a method and apparatus for configuring train protection zones.

[0039] Figure 1 This is a flowchart illustrating the train protection section configuration method provided by the present invention, as shown below. Figure 1 As shown, this method for configuring train protection sections, applied to an automatic train operation (ATO) system, includes the following steps:

[0040] Step 110: Obtain the train's pneumatic braking parameters and movement authorization. The pneumatic braking parameters include the train's speed margin, the communication delay between the Automatic Train Protection (ATP) system and the isolation valve of the pneumatic braking system, the communication delay between the Automatic Train Control (ATO) system and the centrifugal fan and exhaust valve of the pneumatic braking system, and the closing delays of the isolation valve, centrifugal fan, and exhaust valve, respectively.

[0041] In this step, the pneumatic braking system includes an isolation valve, a centrifugal fan, and an exhaust valve. The pneumatic braking system forces the train to stop by applying air resistance to the cavity of the train box girder through the centrifugal fan.

[0042] In this step, the train speed margin represents the difference between the maximum planned operating speed and the actual operating speed of the train.

[0043] In this embodiment, the Automatic Train Operation (ATO) system can control the centrifugal fan to start or stop via control commands, and can also control the opening and closing of the exhaust valve via other control commands.

[0044] In this embodiment, the Automatic Train Protection (ATP) system can control the opening and closing of the isolation valve via other control commands.

[0045] For example, when the train is in the starting state, the ATP can control the isolation valve to open based on the length of the train's current travel path and the train's movement authorization range; when the train is in the stopping state, that is, when there is no travel path or movement authorization, the ATP controls the isolation valve to close.

[0046] Step 120: Based on the pneumatic braking parameters and movement authorization, obtain the real-time braking curve of the train. The real-time braking curve is used to represent the mapping relationship between the train's running speed and the train's driving position. The real-time braking curve is used to calculate the distance the train travels after hitting the line.

[0047] In this step, the real-time braking curve is used to represent the relationship between the actual operating speed and operating time of the train during the braking phase. It reflects the correlation between the train's travel distance and braking time under pneumatic braking mode, the communication delay time between the signal system (e.g., ATP and ATO) and the components of the pneumatic braking system, and the communication delay time when the components of the pneumatic braking system switch states.

[0048] In this embodiment, the planned stopping location of the train can be determined based on the train's movement authorization.

[0049] In this embodiment, since there is a distance deviation between the actual stopping position and the planned stopping position when the train uses pneumatic braking to stop, the train protection section should be set based on the actual stopping position after braking to ensure train operation safety.

[0050] Step 130: Determine the travel distance corresponding to the target stopping point based on the real-time braking curve, and obtain the train's protected section location information based on the travel distance and the distance between the train and the planned stopping point.

[0051] In this step, the target parking point can be selected according to user needs. For example, the target parking point can be any valid coordinate of the real-time braking curve.

[0052] In this step, the travel distance corresponding to the target parking point represents the deviation between the actual distance and the planned travel distance.

[0053] In this embodiment, after determining the planned stopping point of the train based on the train's movement authorization, the real-time braking curve is used as a reference curve. From the target stopping point on the reference curve, the train's travel distance after hitting the line is calculated according to the safe braking model with the maximum acceleration. This yields the distance difference between the train's actual stopping point and the planned stopping point. After determining that the train hits the line at any position on the curve, the maximum possible distance difference is taken as the protected section of the train at the stopping position.

[0054] The train protection section configuration method provided in this embodiment of the invention determines the real-time braking curve of the train by acquiring the train's pneumatic braking parameters and movement authorization, and then obtains the train's protection section location information based on the travel distance corresponding to the target stopping point on the real-time braking curve and the distance between the train and the planned stopping point. It can automatically acquire the protection section based on the train's real-time braking position, thereby improving the automated operation efficiency of the signal system and the safety of the train braking process.

[0055] In some embodiments, obtaining the train's pneumatic braking parameters and movement authorization includes: receiving movement authorization sent by the area controller ZC; in the event of train braking, sending a first braking command to the centrifugal fan, obtaining the communication delay between the ATO and the centrifugal fan and the shutdown delay of the centrifugal fan; sending a second braking command to the exhaust valve, obtaining the communication delay between the ATO and the exhaust valve and the shutdown delay of the exhaust valve; sending a third braking command to the ATP, obtaining the communication delay between the ATP and the isolation valve and the shutdown delay of the isolation valve; and obtaining the current speed margin according to the train speed margin table; wherein, the first braking command is used to instruct the centrifugal fan to shut down, the second braking command is used to instruct the exhaust valve to shut down, and the third braking command is used to instruct the ATP to control the isolation valve to shut down based on the train's travel path and movement authorization range.

[0056] It should be noted that when the train stops, the communication delays between ATP and the isolation valve, ATO and the centrifugal fan, ATO and the exhaust valve, the closing delay of the centrifugal fan, the closing delay of the isolation valve, and the closing delay of the exhaust valve need to be considered. Therefore, a protection zone needs to be designed based on these delays, and the ATP will provide protection to ensure the safe stopping of the train.

[0057] Figure 2 This is a schematic diagram of the pneumatic braking system provided by the present invention. Figure 2 In the described embodiment, when the train stops, the ATO sends a first braking command to the centrifugal fan to control the pneumatic braking system to shut down the centrifugal fan, thereby stopping the blowing of air into the abdominal cavity of the precast box girder of the train; at the same time, the ATO sends a second braking command to control the pneumatic braking system to close the exhaust valve.

[0058] In this embodiment, the ATP controls the opening and closing state of the isolation valve based on whether there is a train travel path or movement authorization information. For example, when there is no train travel path or movement authorization information, the ATO sends a third braking command to the ATP to control the ATP to close the isolation valve. When the pressure in the abdominal cavity increases to a certain level, it can generate resistance to hinder the train from moving forward.

[0059] In this embodiment, the ATP can send the opening and closing status of the isolation valve to the ATO. The ATO can calculate the real-time braking curve based on the acquired train speed margin, the communication delay between the ATP and the isolation valve, the communication delay between the ATO and the centrifugal fan and the exhaust valve respectively, and the closing delay of the isolation valve, the centrifugal fan and the exhaust valve respectively.

[0060] The train protection section configuration method provided in this embodiment of the invention sends braking commands to the centrifugal fan, exhaust valve, and ATP to control the centrifugal fan, exhaust valve, and isolation valve to close respectively. This allows the acquisition of the train speed margin under braking conditions, the communication delay between the ATP and the isolation valve, the communication delay between the ATO and the centrifugal fan and exhaust valve respectively, and the closing delay of the isolation valve, centrifugal fan, and exhaust valve respectively. This provides data support for subsequent plotting and calculation of real-time braking curves and also improves the accuracy of setting train protection sections.

[0061] In some embodiments, the travel distance corresponding to the target stopping point is determined based on the real-time braking curve, and the location information of the train's protected section is obtained based on the travel distance and the distance between the train and the planned stopping point. This includes: obtaining the travel distance of the train in the event of a collision with the line based on the speed change information corresponding to any point on the real-time braking curve under different communication delays, based on the safety braking model and the speed change information corresponding to any point on the real-time braking curve; and obtaining the location information of the train's protected section based on the difference between the travel distance of the train in the event of a collision with the line and the distance between the train and the planned stopping point.

[0062] In this embodiment, the speed change information can be represented as the acceleration corresponding to any point on the real-time braking curve.

[0063] In this embodiment, a train braking model can be established according to the train traction calculation procedure, and the train deceleration curve and braking distance can be calculated based on conditions such as train resistance, braking force, initial speed, final speed and idle travel time; the train safety braking model is a control model established on the basis of the braking model to meet the ATP requirements.

[0064] In this embodiment, the safety braking model includes the C0 / C2 system, the C3 / ETCS (European Train Control System) system, and the CBTC system.

[0065] In this embodiment, after determining the planned stopping point of the train based on the train's movement authorization, a target stopping point is selected from the real-time braking curve. The maximum acceleration corresponding to the target stopping point is used to calculate the train's travel distance after hitting the line, i.e., the actual travel distance of the train before and after braking, based on the safe braking model. Then, the distance difference between the train's actual stopping point and the planned stopping point is calculated.

[0066] In this embodiment, after obtaining the travel distances corresponding to multiple stopping points and the distance differences with the planned stopping point from the curve, the maximum possible distance difference is taken as the length of the protected section of the train at the stopping position.

[0067] The train protection zone configuration method provided in this invention obtains the train's travel distance in the event of a collision by using the speed change information of any point on the real-time braking curve under different communication delays and the safety braking model. It also calculates the difference between the train's travel distance in the event of a collision and the distance between the train and the planned stopping point to obtain the train's protection zone location information. This method can adaptively determine the corresponding safety protection zone based on the actual operating state of the train, thereby improving the safety of the train's pneumatic braking process.

[0068] In some embodiments, after receiving a movement authorization from the area controller ZC and before sending a first braking command to the centrifugal fan in the event of train braking, the method further includes: in the event of train startup, sending a first start command to the centrifugal fan, sending a second start command to the exhaust valve, and sending a third start command to the ATP; the first start command is used to instruct the centrifugal fan to blow air into the ventral cavity of the precast box girder of the train, the second start command is used to instruct the exhaust valve to open, and the third start command is used to instruct the ATP to open the range control isolation valve based on the train's travel path and movement authorization.

[0069] exist Figure 2 In the described embodiment, when the train starts, the ATO sends a first start command to the centrifugal fan, which blows air at a certain pressure and flow rate into the cavity of the box girder. The ATO sends a second start command to the exhaust valve, which opens. The ATO sends a third start command to the ATP, which controls the ATP to open the isolation valve. When the pressure in the cavity of the box girder increases to a certain level, the train is propelled forward according to the pressure difference.

[0070] In this embodiment, the ATP controls the opening and closing state of the isolation valve based on whether there is a train travel path or movement authorization information. For example, when there is a train travel path and movement authorization information, the ATO sends a third start command to the ATP to control the ATP to open the isolation valve. When pressure is generated in the abdominal cavity, it can push the propulsion plate that extends into the abdominal cavity of the train forward, thereby driving the locomotive train forward.

[0071] In this embodiment, during train startup, after the isolation valve is opened, the ATP can send the opening and closing status of the isolation valve to the ATO.

[0072] The train protection section configuration method provided in this embodiment of the invention can pneumatically drive the train by sending start commands to the centrifugal fan, exhaust valve and ATP to control the opening of the centrifugal fan, exhaust valve and isolation valve respectively, which saves energy compared with electric drive.

[0073] In some embodiments, the train's travel distance in the event of a collision is obtained based on the speed change information corresponding to any point on the safety braking model and the real-time braking curve under different communication delays. This includes: obtaining the train's actual braking speed based on the initial train speed, speed measurement error, and target communication delay time corresponding to any point, where the target communication delay time is at least one of the following: the communication delay between the ATP and the isolation valve, the communication delay between the ATO and the centrifugal fan and exhaust valve of the pneumatic braking system, and the closing delay corresponding to the isolation valve, centrifugal fan, and exhaust valve, respectively; and calculating the train's travel distance within the braking time at the actual braking speed according to the safety braking model to obtain the train's travel distance in the event of a collision.

[0074] In this embodiment, the initial speed of the train during braking can be determined based on the trigger speed during emergency braking.

[0075] Figure 3 This is a schematic diagram of the interface between the real-time braking curve and the normal braking curve provided by the present invention. Figure 3 In the illustrated embodiment, the normal braking curve (corresponding to the normal curve) of the train can be obtained based on the train movement authorization and safe braking model. The four points AD are the four points on the real-time braking curve, i.e., the overspeed curve. The initial train speed V on the overspeed curve can be determined based on the initial train speed V and the speed measurement error Verr. O (The velocity corresponding to point O) Based on the velocity change between OA, the train acceleration a1 at point A can be calculated; based on the velocity change between AB, the train acceleration a2 at point B can be calculated; based on the velocity change between BC, the train acceleration a3 at point C can be calculated; based on the velocity change between CD, the train acceleration a4 at point D can be calculated, and so on. Combining this with the train's acceleration a5 during braking, the actual travel distance s of the train can be calculated using the following formula:

[0076] s=[(V O +V A )t1 +(V A +V B )t2 +(V B +V C )t3 +(V C + V D )t4 + V D *t5] / 2;

[0077] Where t1 is the ATP response time, t2 is the isolation valve closing time delay, t3 is the ATO response time, t4 is the maximum closing time of the centrifugal fan and exhaust valve, and t5 is the braking time; then the difference between the train's travel distance in the case of a collision with the track and the distance between the train and the planned stopping point is the difference between the above s and the distance d of the planned stopping point.

[0078] In this embodiment, the difference between the actual travel distance s corresponding to multiple parking points and the distance d of the planned parking point is calculated according to the above calculation steps, and the maximum value among the multiple differences is used to determine the end position of the safety protection section of the train when parking.

[0079] The train protection zone configuration method provided in this invention obtains the actual braking speed of the train by taking the initial speed of the train during braking, the speed measurement error, and the target communication delay time. It then calculates the travel distance of the train at the actual braking speed within the braking time according to a safe braking model. Finally, it uses the section corresponding to the maximum value of the difference between the travel distance and the planned stopping distance at multiple points on the curve as the protection danger point of the protection zone. This achieves the purpose of automatically setting the train protection zone according to the signal system parameters, improves the accuracy of the protection zone setting position, and further improves the safety of the train's pneumatic braking process.

[0080] The train protection section configuration device provided by the present invention is described below. The train protection section configuration device described below can be referred to in correspondence with the train protection section configuration method described above.

[0081] Figure 4 This is a schematic diagram of the train protection section configuration device provided by the present invention. The train protection section configuration device includes: an acquisition module 410 and a first processing module 420.

[0082] The acquisition module 410 is used to acquire the pneumatic braking parameters and movement authorization of the train. The pneumatic braking parameters include the train's speed margin, the communication delay between the Automatic Train Protection (ATP) system and the isolation valve of the pneumatic braking system, the communication delay between the Automatic Train Control (ATO) system and the centrifugal fan and exhaust valve of the pneumatic braking system, and the closing delays of the isolation valve, centrifugal fan and exhaust valve respectively.

[0083] The first processing module 420 is used to obtain the real-time braking curve of the train based on the pneumatic braking parameters and movement authorization. The real-time braking curve is used to represent the mapping relationship between the train's running speed and the train's driving position. The real-time braking curve is used to calculate the distance the train travels after hitting the line.

[0084] The second processing module is used to determine the travel distance corresponding to the target stopping point based on the real-time braking curve, and to obtain the train's protected section location information based on the travel distance and the distance between the train and the planned stopping point.

[0085] The train protection section configuration device provided in this embodiment of the invention determines the real-time braking curve of the train by acquiring the train's pneumatic braking parameters and movement authorization. Then, based on the travel distance corresponding to the target stopping point on the real-time braking curve and the distance between the train and the planned stopping point, it obtains the train's protection section location information. It can automatically acquire the protection section based on the train's real-time braking position, thereby improving the automated operation efficiency of the signal system and the safety of the train braking process.

[0086] In some embodiments, the second processing module is specifically used to: obtain the train's travel distance in the event of a collision with the line based on the speed change information corresponding to any point on the safety braking model and the real-time braking curve under different communication delays; and obtain the train's protected section location information based on the difference between the train's travel distance in the event of a collision with the line and the distance between the train and the planned stopping point.

[0087] The train protection section configuration device provided in this embodiment of the invention obtains the train's travel distance in the event of a collision with the safety braking model by using the maximum acceleration corresponding to any speed on the real-time braking curve. It also calculates the difference between the train's travel distance in the event of a collision with the distance between the train and the planned stopping point to obtain the train's protection section location information. It can adaptively determine the corresponding safety protection section according to the actual driving state of the train, thereby improving the safety of the train's pneumatic braking process.

[0088] Figure 5 This is a schematic diagram of the structure of the electronic device provided by the present invention, such as... Figure 5 As shown, the electronic device may include: a processor 510, a communication interface 520, a memory 530, and a communication bus 540, wherein the processor 510, the communication interface 520, and the memory 530 communicate with each other through the communication bus 540. The processor 510 can call logic instructions in the memory 530 to execute a train protection section configuration method. This method includes: acquiring the train's pneumatic braking parameters and movement authorization; the pneumatic braking parameters include the train's speed margin, the communication delay between the Automatic Train Protection (ATP) system and the isolation valve of the pneumatic braking system, the communication delay between the Automatic Train Control (ATO) system and the centrifugal fan and exhaust valve of the pneumatic braking system, and the closing delays corresponding to the isolation valve, centrifugal fan, and exhaust valve, respectively; obtaining the train's real-time braking curve based on the pneumatic braking parameters and movement authorization; the real-time braking curve is used to represent the mapping relationship between the train's running speed and its travel position, and is used to calculate the train's travel distance after hitting the line; determining the travel distance corresponding to the target stopping point based on the real-time braking curve, and obtaining the train's protection section location information based on the travel distance and the distance between the train and the planned stopping point.

[0089] Furthermore, the logical instructions in the aforementioned memory 530 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0090] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the train protection section configuration method provided by the above methods. The method includes: acquiring the train's pneumatic braking parameters and movement authorization, wherein the pneumatic braking parameters include the train's speed margin, the communication delay between the Automatic Train Protection (ATP) system and the isolation valve of the pneumatic braking system, the communication delay between the Automatic Train Control (ATO) system and the centrifugal fan and exhaust valve of the pneumatic braking system, and the closing delays corresponding to the isolation valve, centrifugal fan, and exhaust valve, respectively; obtaining the train's real-time braking curve based on the pneumatic braking parameters and movement authorization, wherein the real-time braking curve is used to represent the mapping relationship between the train's running speed and the train's driving position, and is used to calculate the train's travel distance after hitting the line; determining the travel distance corresponding to the target stopping point based on the real-time braking curve, and obtaining the train's protection section position information based on the travel distance and the distance between the train and the planned stopping point.

[0091] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the train protection section configuration method provided by the above methods. This method includes: acquiring pneumatic braking parameters and movement authorization of the train; the pneumatic braking parameters include the train's speed margin, the communication delay between the Automatic Train Protection (ATP) system and the isolation valve of the pneumatic braking system, the communication delay between the Automatic Train Control (ATO) system and the centrifugal fan and exhaust valve of the pneumatic braking system, and the closing delays corresponding to the isolation valve, centrifugal fan, and exhaust valve, respectively; obtaining a real-time braking curve of the train based on the pneumatic braking parameters and movement authorization; the real-time braking curve representing the mapping relationship between the train's operating speed and its travel position, and calculating the train's travel distance after hitting the line; determining the travel distance corresponding to the target stopping point based on the real-time braking curve, and obtaining the train's protection section location information based on the travel distance and the distance between the train and the planned stopping point.

[0092] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0093] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0094] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for configuring train protection zones, applied to an automatic train operation (ATO) system, characterized in that, include: The pneumatic braking parameters and movement authorization of the train are obtained. The pneumatic braking parameters include the speed margin of the train, the communication delay between the Automatic Train Protection (ATP) system and the isolation valve of the pneumatic braking system, the communication delay between the Automatic Train Control (ATO) system and the centrifugal fan and exhaust valve of the pneumatic braking system, and the closing delay of the isolation valve, the centrifugal fan and the exhaust valve respectively. Based on the pneumatic braking parameters and movement authorization, the real-time braking curve of the train is obtained. The real-time braking curve is used to represent the mapping relationship between the train's operating speed and its position. The real-time braking curve is used to calculate the train's travel distance after hitting the line. The real-time braking curve is used to reflect the correlation between the train's travel distance and braking time in pneumatic braking mode, the communication delay time between ATP and ATO and each component of the pneumatic braking system, and the communication delay time when each component of the pneumatic braking system undergoes a state switch. Based on the real-time braking curve, the travel distance corresponding to the target stopping point is determined, and based on the travel distance and the distance between the train and the planned stopping point, the location information of the protected section of the train is obtained; The process of determining the travel distance corresponding to the target stopping point based on the real-time braking curve, and obtaining the train's protected section location information based on the travel distance and the distance between the train and the planned stopping point, includes: Based on the safety braking model and the speed change information of any point on the real-time braking curve under different communication delays, the travel distance of the train in the case of collision with the line is obtained; The location information of the protected section of the train is obtained based on the difference between the distance the train travels in the event of a collision with the line and the distance between the train and the planned stopping point.

2. The method for configuring train protection sections according to claim 1, characterized in that, The acquisition of the train's pneumatic braking parameters and movement authorization includes: Receive movement authorization sent by the area controller ZC; When the train is braking, a first braking command is sent to the centrifugal fan, and the communication delay between the ATO and the centrifugal fan and the closing delay of the centrifugal fan are obtained. A second braking command is sent to the exhaust valve, and the communication delay between the ATO and the exhaust valve and the closing delay of the exhaust valve are obtained. A third braking command is sent to the ATP, and the communication delay between the ATP and the isolation valve and the closing delay of the isolation valve are obtained. The speed margin at the current moment is obtained according to the train speed margin table. Wherein, the first braking command is used to instruct the centrifugal fan to shut down, the second braking command is used to instruct the exhaust valve to shut down, and the third braking command is used to instruct the ATP to control the isolation valve to shut down based on the train's travel path and the range of the movement authorization.

3. The method for configuring train protection sections according to claim 2, characterized in that, After receiving the movement authorization from the receiving area controller ZC, and before sending the first braking command to the centrifugal fan in the event of train braking, the method further includes: When the train starts, a first start command is sent to the centrifugal fan, a second start command is sent to the exhaust valve, and a third start command is sent to the ATP. The first start command is used to instruct the centrifugal fan to blow air into the ventral cavity of the precast box girder of the train, the second start command is used to instruct the exhaust valve to open, and the third start command is used to instruct the ATP to control the isolation valve to open based on the train's travel path and the range of the movement authorization.

4. The method for configuring train protection sections according to claim 1, characterized in that, The distance traveled by the train in the event of a collision with the track is obtained by using the safety braking model and the speed change information corresponding to any point on the real-time braking curve under different communication delays, including: The actual braking speed of the train is obtained based on the initial speed of the train, the speed measurement error and the target communication delay time corresponding to any point. The target communication delay time is at least one of the following: the communication delay between ATP and the isolation valve, the communication delay between ATO and the centrifugal fan and exhaust valve of the pneumatic braking system, and the closing delay corresponding to the isolation valve, the centrifugal fan and the exhaust valve, respectively. The distance traveled by the train within the braking time at the actual braking speed is calculated according to the safety braking model, thus obtaining the travel distance of the train in the event of a collision with the line.

5. A train protection section configuration device, characterized in that, include: The acquisition module is used to acquire the pneumatic braking parameters and movement authorization of the train. The pneumatic braking parameters include the speed margin of the train, the communication delay between the Automatic Train Protection (ATP) system and the isolation valve of the pneumatic braking system, the communication delay between the Automatic Train Control (ATO) system and the centrifugal fan and exhaust valve of the pneumatic braking system, and the closing delay of the isolation valve, the centrifugal fan and the exhaust valve, respectively. The first processing module is used to obtain the real-time braking curve of the train based on the pneumatic braking parameters and movement authorization. The real-time braking curve is used to represent the mapping relationship between the train's operating speed and its position. The real-time braking curve is used to calculate the train's travel distance after hitting the line. The real-time braking curve is used to reflect the correlation between the train's travel distance and braking time in pneumatic braking mode, the communication delay time between ATP and ATO and each component of the pneumatic braking system, and the communication delay time when each component of the pneumatic braking system undergoes a state switch. The second processing module is used to determine the travel distance corresponding to the target stopping point based on the real-time braking curve, and to obtain the protection section location information of the train based on the travel distance and the distance between the train and the planned stopping point; The second processing module is specifically used to obtain the travel distance of the train in the event of a collision with the line based on the safety braking model and the speed change information corresponding to any point on the real-time braking curve under different communication delays; and to obtain the protection zone location information of the train based on the difference between the travel distance of the train in the event of a collision with the line and the distance between the train and the planned stopping point.

6. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the train protection section configuration method as described in any one of claims 1 to 4.

7. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the train protection section configuration method as described in any one of claims 1 to 4.

8. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the train protection section configuration method as described in any one of claims 1 to 4.

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