Rail transit full-automatic speed limiting operation control method, medium and system

Abstract

The application discloses a kind of rail transit full-automatic speed limiting operation control method, medium and system, method includes: S1, if train detects fault, emergency braking is carried out and whether the condition of entering full-automatic speed limiting operation mode is checked;If meet, send full-automatic speed limiting operation mode application;S2, whether train can enter full-automatic speed limiting operation mode is judged;If meet, send the command of allowing entering full-automatic speed limiting operation mode to train;S3, after train receives the command of allowing entering, switch to full-automatic speed limiting operation mode and apply train permission;S4, whether the running condition is checked;If meet, create train position to the protection zone of front platform, and send the downgrade route movement authorization information to train;S5, after train receives authorization information, enter full-automatic speed limiting operation mode.The application can reduce the influence of train forced stop on line operation efficiency, and also reduce the difficulty of interval rescue.

Description

Technical Field

[0001] This invention mainly relates to the field of rail transit technology, specifically to a fully automatic speed-limited operation control method, medium, and system for rail transit. Background Technology

[0002] Currently, fully automated driverless systems in urban rail transit operate without drivers or train supervisors under normal circumstances. However, when a train malfunctions and cannot continue operating in fully automated mode, it must be downgraded. Necessary safety measures must be taken, requiring a driver to board the train and manually take over, operating it in manual mode to the platform to evacuate passengers. This rectification process is cumbersome, requires a large number of personnel, and impacts the overall operational efficiency of the line. Furthermore, during manual operation, the driver is primarily responsible for operational safety, increasing their workload. Summary of the Invention

[0003] The technical problem to be solved by this invention is: in view of the technical problems existing in the prior art, this invention provides a fully automatic speed-limited operation control method, medium and system for rail transit that reduces the impact of trains being forced to stop in sections on the line's operational efficiency, and also reduces the difficulty of rescue operations for operating units in sections.

[0004] To solve the above-mentioned technical problems, the technical solution proposed by this invention is as follows:

[0005] A fully automatic speed-limited operation control method for rail transit includes the following steps:

[0006] S1. When the train is running in fully automatic operation mode or creep mode in the section, if the train detects a fault, the train will immediately apply emergency brakes and check whether the on-board equipment meets the conditions for entering the fully automatic speed-limited operation mode; if the on-board equipment meets the conditions for entering the fully automatic speed-limited operation mode, the train will send a fully automatic speed-limited operation mode application to the operation control center.

[0007] S2. The Operation Control Center determines whether the train can enter the fully automatic speed-limited operation mode based on the train alarm information and the line operation status; if the conditions are met, it sends a command to the train to allow entry into the fully automatic speed-limited operation mode.

[0008] S3. After receiving the command to enter the fully automatic speed-limited operation mode, the train switches to the fully automatic speed-limited operation mode and applies to the area controller for a fully automatic speed-limited operation mode driving permit.

[0009] S4. The area controller checks whether the downgraded route information and the status of the trackside equipment meet the operating conditions for fully automatic speed-limited train operation. If the operating conditions are met, a protection zone is created from the train position to the platform ahead, all logical sections within the zone are closed, and downgraded route movement authorization information is sent to the train.

[0010] S5. After receiving the downgraded route movement authorization information, the train enters the fully automatic speed-limited operation mode and runs towards the platform at a fixed speed.

[0011] Preferably, in step S5, if the fault is cleared while the train is running in fully automatic speed-limited mode, the fault clearance information is notified to the area controller, and the train stops applying for a fully automatic speed-limited mode operation permit from the area controller. The area controller will cancel the train's protection zone and restore the fully automatic driving movement authorization. The train will automatically return to fully automatic driving mode to enter the station and automatically align and stop. At the same time, the train informs the operation dispatch center that the train has returned to fully automatic driving mode.

[0012] Preferably, in step S5, if the fault condition is not resolved while the train is running in the fully automatic speed-limited mode, the train will run at a fixed speed until it enters the axle counting section of the platform area. The area controller will then stop sending train operation authorization to the train and send an emergency braking command to the train, causing the train to stop in the platform area.

[0013] Preferably, in step S5, while the train is running in a fully automatic speed-limited mode, the protection zone of the area the train passes through is unlocked in a timely manner to reduce the impact on the operation of subsequent trains on the line.

[0014] Preferably, in step S1, the conditions for entering the fully automatic speed-limited operation mode include:

[0015] The on-board controller at the vehicle control end is normal, and the train's automatic driving mode is available;

[0016] The speed sensor at the vehicle control end is functioning correctly.

[0017] The on-board controller at the vehicle control end communicates normally with the area controller and the automatic train monitoring system.

[0018] The driver's cab key is not activated, the fully automatic operation mode switch is in the FAM position, and the ATP cutoff knob is in the normal position.

[0019] The vehicle did not affect the train malfunction.

[0020] The interface between the vehicle-mounted controller and the vehicle train control and monitoring system is normal.

[0021] Preferably, in step S4, the downgraded route information and trackside equipment status meet the operating conditions for fully automatic speed-limited train operation as follows:

[0022] If the faulty train's route does not extend to the next platform, a route for the train to the next platform must be arranged, and the train must be matched with route information; if there is no platform on the line ahead of the train, the train is prohibited from entering the fully automatic speed-limited operation mode.

[0023] If the signal ahead of the faulty train is not open, the signal must be reopened;

[0024] If the axle counting section between the faulty train and the next platform is occupied by a non-communication car or a communication car, the train must wait for other trains to clear the area.

[0025] If there is a switch with an abnormal position or locking status between the faulty train and the platform ahead, the switch must be operated to the corresponding position and locked.

[0026] If there is a floodgate in the section between the faulty train and the next platform and it is closed, it must be checked; if the conditions are met, the floodgate should be opened and locked.

[0027] If the emergency stop button on the platform ahead is active, confirmation is required; if the conditions are met, the emergency stop button on that platform will be deactivated.

[0028] If the platform screen doors ahead are open, confirmation is required; if the conditions are met, the platform screen doors should be closed.

[0029] If there is a personnel protection zone between the faulty train and the next platform, the safety conditions must be confirmed and the personnel protection switch activation status must be deactivated or the personnel protection switch button must be bypassed, or wait for the personnel protection zone to be cleared.

[0030] Preferably, in step S5, if any abnormal operating condition is detected while the train is running in fully automatic speed-limited mode, an emergency braking command is immediately sent to the train, and the train comes to an emergency stop.

[0031] Preferably, after the train comes to an emergency stop and the abnormality is handled, once all operating conditions meet the requirements, the downgraded route movement authorization information is recalculated for the train, the train restarts and enters the fully automatic speed-limited operation mode, and runs to the next platform and stops.

[0032] The present invention also discloses a computer-readable storage medium having a computer program stored thereon, the computer program performing the steps of the method described above when run by a processor.

[0033] The present invention further discloses a fully automatic speed-limited operation control system for rail transit, including a memory and a processor connected to each other. The memory stores a computer program, which executes the steps of the method described above when run by the processor.

[0034] Compared with the prior art, the advantages of the present invention are as follows:

[0035] When the train of this invention is running in fully automatic or creep mode, if the train is forced to stop due to a fault in the section, the operation dispatch center can remotely control the train to enter the fully automatic speed-limited operation mode. ZC creates a protection zone for the train and calculates the downgraded route authorization, so that the train can continue to run to the platform under the premise of ensuring safety. This reduces the impact of the train being forced to stop in the section on the line's operating efficiency, and also reduces the difficulty of the operating unit to carry out section rescue.

[0036] When the fully automatic driverless train of the present invention is operating in a remote fully automatic speed-limited mode, if the train fault is resolved, the system can automatically restore the fully automatic operation mode, ZC automatically releases the protection zone, and the train automatically returns to the fully automatic driving mode to automatically align and stop at the station, thereby improving the efficiency of fault handling and the availability of the fully automatic driving system. Attached Figure Description

[0037] Figure 1 This is a flowchart of the control method of the present invention in an embodiment.

[0038] Figure 2 This is a flowchart illustrating the processing of the area controller of the present invention in a specific application. Detailed Implementation

[0039] The present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0040] like Figure 1 As shown in the figure, the fully automatic speed-limited operation control method for rail transit according to an embodiment of the present invention specifically includes the following steps:

[0041] S1. When a train is running in fully automatic or creep mode on a section of track, if a fault is detected and the train cannot continue running in fully automatic or creep mode, the train will immediately apply emergency braking and check whether the onboard equipment meets the conditions for entering fully automatic speed-limited operation mode (FRM), specifically including:

[0042] 1. The vehicle controller on the vehicle control end is normal and ATO is available;

[0043] 2. The speed sensor on the vehicle control end is not faulty;

[0044] 3. The vehicle controller on the vehicle control end communicates normally with ZC and ATS;

[0045] 4. The driver's cab key is not activated, the FAM mode switch is in the FAM position, and the ATP cutoff knob is in the normal position;

[0046] 5. The vehicle has no malfunctions that would affect the operation of the train;

[0047] 6. The interface between the vehicle-mounted controller and the vehicle train control and monitoring system is normal.

[0048] If the onboard equipment meets the above conditions for entering the fully automatic speed-limited operation mode, the train sends a fully automatic speed-limited operation mode (FRM) application to the operation control center.

[0049] S2. The dispatchers at the operations control center determine whether a train can enter the fully automatic speed-limited operation mode based on the train alarm information and the line operation status. If the conditions are met, they send a command to the train to allow it to enter the fully automatic speed-limited operation mode.

[0050] S3. After receiving the permission order, the train switches to the fully automatic speed-limited operation mode and applies to ZC for a permit to operate in the fully automatic speed-limited operation mode.

[0051] S4, such as Figure 2 As shown, ZC checks whether the downgraded route information and trackside equipment status meet the conditions for fully automatic speed-limited train operation; if the operating conditions are met, ZC creates an FRM protection zone for the train to the platform ahead, closes all logical sections within the zone to prevent other trains from entering the zone, ensures the operational safety of this train and other trains on the line, and sends downgraded route movement authorization information to the train, while also sending the protection zone information to the operation dispatch center for dispatchers to view;

[0052] If the downgraded route information and trackside equipment status do not meet the conditions for fully automatic speed-limited train operation, then manual inspection of the following operating conditions is required:

[0053] 1. If the route of the faulty train does not extend to the platform ahead, the central dispatcher must arrange a route for the train to the platform ahead, and the train must be matched with route information; if there is no platform ahead of the train, the train is prohibited from entering the fully automatic speed-limited operation mode.

[0054] 2. If the signal ahead of the malfunctioning train is not open, the central dispatcher must reopen the signal;

[0055] 3. If the axle counting section between the faulty train and the next platform is occupied by a non-communication car or a communication car, the train must wait for other trains to clear the area.

[0056] 4. If there are abnormally positioned or locked switches between the faulty train and the platform ahead, the central dispatcher must operate the switches to the corresponding positions and lock them.

[0057] 5. If there is a floodgate in the section between the faulty train and the next station and it is closed, the central dispatcher must confirm this. If the conditions are met, the floodgate will be opened and then locked.

[0058] 6. If the emergency stop button on the next platform is active, the central dispatcher must confirm it; if the conditions are met, the emergency stop button on that platform will be deactivated.

[0059] 7. If the platform screen doors ahead are open, the central dispatcher must confirm; if the conditions are met, the platform screen doors will be closed.

[0060] 8. If there is an SPKS protection zone between the faulty train and the next platform, the central dispatcher must confirm the safety conditions and deactivate the SPKS activation status or bypass the SPKS button, or wait for relevant personnel to clear the SPKS protection zone.

[0061] If the above-mentioned downgraded routes and trackside equipment statuses meet the conditions for establishing an FRM protection zone, ZC creates an FRM protection zone for the train to the platform ahead. All logical sections within the zone are closed, and downgraded route movement authorization information is sent to the train. At the same time, the protection zone information is sent to the operation dispatch center for dispatchers to view.

[0062] S5. After receiving the downgraded route movement authorization information, the train enters the fully automatic speed-limited operation mode and runs towards the platform at a fixed speed.

[0063] While the train is running in fully automatic speed-limited mode, ZC will promptly unlock the protection zone of the area the train passes through, reducing the impact on subsequent trains on the line.

[0064] In addition, if the ZC detects that any of the above operating conditions are not met while the train is running in fully automatic speed-limited mode, it will immediately send an emergency braking command to the train and send an alarm message to the operation dispatch center. The train will stop under emergency braking and wait for manual handling. After that, the ZC will recalculate the downgraded route movement authorization information for the train, and the train will restart and stop at the next platform.

[0065] If the fault is cleared during fully automatic speed-limited operation, the train will notify the control center (ZC) of the fault clearance and stop applying for fully automatic speed-limited operation mode permits from the ZC. The ZC will cancel the FRM protection zone of the train and restore the fully automatic driving movement authorization. The train will automatically return to fully automatic driving mode and automatically align and stop at the station. At the same time, the train will notify the operation and dispatch center and notify the dispatcher to restore the train to fully automatic driving mode.

[0066] If the fault is not resolved during fully automatic speed-limited operation, the train will continue at the limited speed until it enters the axle counting section of the platform area. At this point, ZC will stop sending FRM (Front-end Management) authorizations to the train and send an emergency braking command. The train will stop in the platform area, the train supervisor will board the train to take over, and the station duty officer will organize the passengers to disembark.

[0067] When the train of this invention is running in fully automatic or creep mode, if the train is forced to stop due to a fault in the section, the operation dispatch center can remotely control the train to enter the fully automatic speed-limited operation mode. ZC creates a protection zone for the train and calculates the downgraded route authorization, so that the train can continue to run to the platform under the premise of ensuring safety. This reduces the impact of the train being forced to stop in the section on the line's operating efficiency, and also reduces the difficulty of the operating unit to carry out section rescue.

[0068] When the fully automatic driverless train of the present invention is operating in a remote fully automatic speed-limited mode, if the train fault is resolved, the system can automatically restore the fully automatic operation mode, ZC automatically releases the protection zone, and the train automatically returns to the fully automatic driving mode to automatically align and stop at the station, thereby improving the efficiency of fault handling and the availability of the fully automatic driving system.

[0069] This invention also provides a computer-readable storage medium storing a computer program thereon, which, when run by a processor, executes the steps of the method described above. This invention further discloses a fully automatic speed-limited operation control system for rail transit, including a memory and a processor interconnected, wherein the memory stores a computer program, which, when run by a processor, executes the steps of the method described above. The medium and system of this invention, corresponding to the methods described above, also possess the advantages described above.

[0070] Explanation of relevant terms:

[0071] FRM: Fully-automatic Restricted Train Operating Mode;

[0072] FAM: Fully Automatic Train Operating Mode;

[0073] ATO: Automatic Train Operation (ATO) mode;

[0074] ATS: Automatic Train Supervision;

[0075] ZC: Zone Control;

[0076] ESB: Emergency stop button;

[0077] SPKS: Staff Protection Key Switch;

[0078] ATP: Automatic Train Protection system.

[0079] The above are merely preferred embodiments of the present invention. The scope of protection of the present invention is not limited to the above embodiments. All technical solutions falling within the scope of the present invention's concept are within the scope of protection of the present invention. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principles of the present invention should be considered within the scope of protection of the present invention.

Claims

1. A fully automatic speed-limited operation control method for rail transit, characterized in that, Including the following steps: S1. When the train is running in fully automatic operation mode or creep mode in the section, if the train detects a fault, the train will immediately apply emergency brakes and check whether the on-board equipment meets the conditions for entering the fully automatic speed-limited operation mode; if the on-board equipment meets the conditions for entering the fully automatic speed-limited operation mode, the train will send a fully automatic speed-limited operation mode application to the operation control center. S2. The Operation Control Center determines whether the train can enter the fully automatic speed-limited operation mode based on the train alarm information and the line operation status; if the conditions are met, it sends a command to the train to allow entry into the fully automatic speed-limited operation mode. S3. After receiving the command to enter the fully automatic speed-limited operation mode, the train switches to the fully automatic speed-limited operation mode and applies to the area controller for a fully automatic speed-limited operation mode driving permit. S4. The area controller checks whether the downgraded route information and the status of the trackside equipment meet the operating conditions for fully automatic speed-limited train operation. If the operating conditions are met, a protection zone is created from the train position to the platform ahead, all logical sections within the zone are closed, and downgraded route movement authorization information is sent to the train. S5. After receiving the downgraded route movement authorization information, the train enters the fully automatic speed-limited operation mode and runs towards the platform at a fixed speed. In step S4, the downgraded route information and trackside equipment status meet the operating conditions for fully automatic speed-limited train operation as follows: If the faulty train's route does not extend to the platform ahead, a route for the train to the platform ahead must be arranged, and the train needs to be matched with route information; If there is no station ahead of the train, the train is prohibited from entering the fully automatic speed-limited operation mode; If the signal ahead of the faulty train is not open, the signal must be reopened; If the axle counting section between the faulty train and the next platform is occupied by a non-communication car or a communication car, the train must wait for other trains to clear the area. If there is a switch with an abnormal position or locking status between the faulty train and the platform ahead, the switch must be operated to the corresponding position and locked. If there is a floodgate in the section between the faulty train and the next platform and it is closed, it must be checked; if the conditions are met, the floodgate should be opened and locked. If the emergency stop button on the platform ahead is active, confirmation is required; if the conditions are met, the emergency stop button on that platform will be deactivated. If the platform screen doors ahead are open, confirmation is required; if the conditions are met, the platform screen doors should be closed. If there is a personnel protection zone between the faulty train and the next platform, the safety conditions must be confirmed and the personnel protection switch activation status must be deactivated or the personnel protection switch button must be bypassed, or wait for the personnel protection zone to be cleared.

2. The fully automatic speed-limited operation control method for rail transit according to claim 1, characterized in that, In step S5, if the fault is cleared while the train is running in fully automatic speed-limited mode, the fault clearance information will be notified to the area controller, and the train will stop applying for a fully automatic speed-limited mode operation permit from the area controller. The area controller will cancel the train's protection zone and restore the fully automatic driving movement authorization. The train will automatically return to fully automatic driving mode to enter the station and automatically align and stop. At the same time, the train will notify the operation dispatch center that the train has returned to fully automatic driving mode.

3. The fully automatic speed-limited operation control method for rail transit according to claim 2, characterized in that, In step S5, if the fault condition is not resolved while the train is running in the fully automatic speed-limited mode, it will continue to run at a fixed speed until it enters the axle counting section of the platform area. At this point, the area controller will stop sending train operation authorization to the train and send an emergency braking command to the train, and the train will stop in the platform area.

4. The fully automatic speed-limited operation control method for rail transit according to claim 1, 2, or 3, characterized in that, In step S5, while the train is running in fully automatic speed-limited mode, the protection zone of the area the train passes through is unlocked in a timely manner to reduce the impact on the operation of subsequent trains on the line.

5. The fully automatic speed-limited operation control method for rail transit according to claim 1, 2, or 3, characterized in that, In step S1, the conditions for entering the fully automatic speed-limited operation mode include: The on-board controller at the vehicle control end is normal, and the train's automatic driving mode is available; The speed sensor at the vehicle control end is functioning correctly. The on-board controller at the vehicle control end communicates normally with the area controller and the automatic train monitoring system. The driver's cab key is not activated, the fully automatic operation mode switch is in the FAM position, and the ATP cutoff knob is in the normal position. The vehicle did not affect the train malfunction. The interface between the vehicle-mounted controller and the vehicle train control and monitoring system is normal.

6. The fully automatic speed-limited operation control method for rail transit according to claim 1, characterized in that, In step S5, if any abnormal operating condition is detected while the train is running in fully automatic speed-limited mode, an emergency braking command is immediately sent to the train, and the train comes to an emergency stop.

7. The fully automatic speed-limited operation control method for rail transit according to claim 6, characterized in that, After the train comes to an emergency stop and the abnormality is handled, and all operating conditions meet the requirements, the downgraded route movement authorization information is recalculated for the train. The train restarts and enters the fully automatic speed-limited operation mode, running to the platform ahead and stopping.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, The computer program, when run by a processor, performs the steps of the method as described in any one of claims 1 to 7.

9. A fully automatic speed-limited operation control system for rail transit, comprising a memory and a processor interconnected, wherein the memory stores a computer program, characterized in that, The computer program, when run by a processor, performs the steps of the method as described in any one of claims 1 to 7.

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