A method, computer device and medium for protecting section-reduced axle control of a vehicle
By eliminating axle counting in the protection zone outside the station and defining axle counting zones inside the station, and determining the stopping endpoint by combining the train's entry scenario and the type of train occupying the station, the problem of high construction, operation and maintenance costs of rail transit in the existing technology has been solved, and train safety protection and precise stopping at the station have been achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- 成都交控轨道科技有限公司
- Filing Date
- 2023-12-18
- Publication Date
- 2026-05-29
AI Technical Summary
The existing CBTC system has a large number of axle counting sections outside the station protection zone, which fails to fully utilize the function of the train eagle eye system, resulting in high construction, operation and maintenance costs for rail transit.
The axle counting for the protection zone outside the station in the rail transit signaling system is cancelled. The target stopping section of the train is defined as the axle counting section inside the station. An external logical section is set at the position adjacent to the axle counting of the train leaving the station. The stopping destination and stopping method are determined according to the train entering the station scenario and the type of train occupying the station.
By reducing the axle count in the protected areas outside stations, we can ensure train safety and precise stopping at stations, thereby reducing the construction, operation, and maintenance costs of rail transit.
Smart Images
Figure CN117485405B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of rail transit vehicle control technology, and more specifically, to a simplified axle control method, computer equipment, and media for protected sections. Background Technology
[0002] Urban rail transit is the backbone of urban public transportation, characterized by energy saving, land saving, large capacity, all-weather operation, pollution-free operation, and safety. It is a green and environmentally friendly transportation system, particularly suitable for large and medium-sized cities. Urban rail transit includes: subway systems, light rail systems, urban rapid transit systems, monorail systems, tram systems, automated guided vehicles (APM) systems, and maglev systems. The safety of urban rail transit control methods is a top priority in rail transit technology research.
[0003] Traditional Communication Based Train Control (CBTC) systems typically include axle counters for off-station protection zones to mark the platform protection zones. These protection zones are primarily designed to ensure trains can stop at their designated stops as quickly as possible under the protection of the Automatic Train Protection (ATP) system. Train control mainly comprises two levels: CBTC and interlocking. Interlocking level control is primarily handled by the human driver, making the axle counters for off-station protection zones less effective. Therefore, the axle counters for off-station protection zones primarily serve the CBTC system.
[0004] With the technological development of rail transit, more and more trains are equipped with the Train Eagle Eye System (ITE system). The ITE system can collect track information data ahead of the train through radar, cameras and other sensor devices to achieve precise train positioning and obstacle detection. However, the current CBTC system's train control strategy still uses a large number of axle counters for protected sections outside stations, which cannot fully utilize the functions of the ITE system and has a certain degree of performance redundancy. Moreover, the setting of axle counters for protected sections has a certain impact on construction costs and operation and maintenance. Summary of the Invention
[0005] The present invention aims to at least solve one of the technical problems in the prior art, namely the lack of a control strategy to ensure train safety and precise stopping at the station after simplifying the axle counting of the external protection zone, and the significant increase in the construction and operation and maintenance costs of rail transit due to the setting of axle counting of the external protection zone.
[0006] Therefore, the first aspect of the present invention provides a simplified axle control method for protected sections.
[0007] A second aspect of the present invention provides a computer device.
[0008] A third aspect of the present invention provides a computer-readable storage medium.
[0009] This invention provides a simplified axle counting train control method for protected sections, defining the target stopping section of the train as an in-station axle counting section. This in-station axle counting section includes both entry and exit axle counting, eliminating the axle counting for the protected section outside the station in the trackside equipment of the rail transit signaling system, and setting an external logical section adjacent to the exit axle counting location. The train control method includes:
[0010] Determine the target train's stopping destination and stopping method based on the train's arrival scenario;
[0011] The train arrival scenarios include, but are not limited to, the first scenario and the second scenario;
[0012] In the first scenario, the external logical section is idle and there are no abnormalities. The target train enters the station and stops according to the movement authorization calculated by the area controller, and the end point of the external logical section is used as the end point of the movement authorization calculated by the area controller.
[0013] In the second scenario, there are occupied trains in the off-site axle counting section adjacent to the in-station axle counting section in the direction of travel of the target train. The stopping destination and stopping method of the target train are determined according to the type of occupied train; the type of occupied train includes communication trains and non-communication trains.
[0014] When the occupying train is a communication train, the target train stops according to the movement authorization calculated by the area controller, and the point after the rear of the occupying train has retreated a safe distance is taken as the endpoint of the movement authorization calculated by the area controller.
[0015] When the train occupying the station is a non-communication train, the stopping destination and stopping method of the target train are determined according to the configuration of the ITE system of the occupying train.
[0016] According to the above-described technical solution of the present invention, a simplified axle control method for protected sections may further have the following additional technical features:
[0017] In the above technical solution, in the second scenario, when the occupying train is a non-communication train, the stopping destination and stopping method of the target train are determined according to the configuration of the occupying train's ITE system, including:
[0018] Detect the type of train occupying the train and whether the ITE system is available, and execute corresponding instructions based on the detection results;
[0019] When it is detected that the occupying train is a non-communication train and the ITE system is available, the point after the safe distance of the axle retraction from the station is used as the endpoint of the movement authorization calculated by the area controller, and the target train enters the station and stops according to the movement authorization calculated by the area controller.
[0020] When it is detected that the occupying train is a non-communication train and the ITE system is unavailable, the axle count at the station is used as the endpoint of the movement authorization calculated by the area controller, and the target train stops according to the movement authorization calculated by the area controller.
[0021] In the above technical solution, in the second scenario, when it is detected that the occupying train is a non-communication train and the ITE system is available, the target train enters the station and stops according to the movement authorization calculated by the area controller, and continuously compares the movement authorization calculated by the area controller and the movement authorization calculated by the ITE system. When the movement authorization calculated by the ITE system is greater than the movement authorization calculated by the area controller, the target train enters the station and stops according to the movement authorization calculated by the ITE system.
[0022] In the above technical solution, in the second scenario, when it is detected that the occupying train is a non-communication train and the ITE system is unavailable, the train can only enter the station and stop after the axle counting section outside the station is cleared.
[0023] In the above technical solutions, the methods for detecting the type of train in occupancy include:
[0024] The area controller is used to detect whether a train can communicate with the trackside signaling system. Trains that can communicate with the trackside signaling system are defined as communicating trains, and trains that cannot communicate with the trackside signaling system are defined as non-communicating trains.
[0025] In the above technical solution, the train entry scenario also includes a third scenario, in which the section that is one axle counting section away from the in-station axle counting section in the direction of travel of the target train is defined as the off-station interval axle counting section. In the third scenario, there are occupied trains in the off-station interval axle counting section, and the stopping destination and stopping method of the target train are determined according to the type of occupied train.
[0026] In the above technical solution, in the third scenario, when the occupying train is a communication train, the external logical section is idle and there are no abnormalities. The target train enters the station and stops according to the movement authorization calculated by the area controller, and the end point of the external logical section is used as the end point of the movement authorization calculated by the area controller.
[0027] In the above technical solution, in the third scenario, when the occupying train is a non-communication train, the exit axle count is used as the endpoint of the movement authorization calculated by the area controller, and the movement authorization calculated by the occupying train's ITE system is used to enter the station and stop.
[0028] The present invention also provides a computer device, the computer device including a processor and a memory, the memory storing a computer program, the computer program being loaded and executed by the processor to implement the simplified axle control method for protected sections as described in any of the above technical solutions.
[0029] The present invention also provides a computer-readable storage medium storing a computer program, which is loaded and executed by a processor to implement the simplified axle control method for protected sections as described in any of the above technical solutions.
[0030] In summary, due to the adoption of the above-mentioned technical features, the beneficial effects of the present invention are:
[0031] This paper presents a train control strategy that ensures train safety and precise stopping at stations while reducing axle counting in the protected area outside the station. This strategy ensures the safety of trains entering and stopping at stations, and significantly reduces the construction and operation and maintenance costs of rail transit by reducing axle counting in the protected area outside the station.
[0032] Based on the train operation scenarios and the existing train configuration, a practical and feasible train control scheme is proposed, which is in line with the current actual operation of rail transit and has good applicability.
[0033] Additional aspects and advantages of the invention will become apparent in the following description or may be learned by practice of the invention. Attached Figure Description
[0034] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:
[0035] Figure 1 This is a before-and-after comparison of canceling axle counting in a simplified axle counting and vehicle control method for protected areas according to an embodiment of the present invention;
[0036] Figure 2 This is a schematic diagram of the train operation in the first scenario of a simplified axle control method for a protected section according to an embodiment of the present invention;
[0037] Figure 3 This is one of the schematic diagrams of train operation in the second scenario of a simplified axle control method for protected sections according to an embodiment of the present invention;
[0038] Figure 4 This is a second schematic diagram of the train operation in the second scenario of a simplified axle control method for a protected section according to an embodiment of the present invention;
[0039] Figure 5 This is a schematic diagram of the train operation in the third scenario of a simplified axle control method for protected sections according to an embodiment of the present invention. Detailed Implementation
[0040] To better understand the above-mentioned objectives, features, and advantages of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.
[0041] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and therefore the scope of protection of the invention is not limited to the specific embodiments disclosed below.
[0042] The following reference Figures 1 to 5 This describes a simplified axle control method for protected sections provided by some embodiments of the present invention.
[0043] Some embodiments of this application provide a simplified axle control method for protected sections.
[0044] The first embodiment of this invention proposes a simplified axle control method for protected sections, which involves designating the target stopping section of the train as... Figure 1 The area corresponding to the platform shown is defined as the axle counting section within the station. This axle counting section includes both entry and exit axle counting functions. Figure 1 The axle counter on the left side of the platform shown is the entry axle counter, and the axle counter on the right side of the platform is the exit axle counter. It can be understood that the distinction between the entry axle counter and the exit axle counter is determined by the direction of train travel, and the two can be changed according to the change of the direction of train travel. In this disclosure, the example is taken where the train travels from the left side to the right side of the diagram.
[0045] Figure 1 In the diagram, the axle counting within the dashed box represents the axle counting section outside the station protection zone. Figure 1 The diagram shows a comparison of train operation before and after the removal of axle counting in the off-site protection zone of the rail transit signaling system's trackside equipment. In the train control method proposed in this embodiment, an off-site logical section is set at a position adjacent to the departure axle counting point. The location of the off-site logical section is as follows: Figure 2 As shown, specifically, the train control method involves determining the target train's stopping point and stopping method based on the train's arrival scenario.
[0046] In some embodiments, the train arrival scenario includes, but is not limited to, a first scenario and a second scenario.
[0047] Continuing with section 2, in the first scenario, the external logical section is idle and without any anomalies. There are no other trains in the adjacent sections and interval sections of the internal axle counting section. Therefore, the target train precisely enters and stops according to the movement authorization (ZC-MA) calculated by the area controller, with the endpoint of the external logical section serving as the endpoint of the ZC-MA. The endpoint of the external logical section is the point in the external logical section furthest from the direction the target train was coming from. Figure 2 The right end of the external logical section shown.
[0048] like Figure 3 and Figure 4 As shown, in the second scenario, there is a occupied axle section outside the station that is adjacent to the in-station axle section in the direction of travel of the target train. Specifically, the section between the exit axle and the right axle of the exit axle in the figure is the off-station axle section adjacent to the in-station axle section. At this time, the stopping point and stopping method of the target train are determined according to the type of occupied train. The type of occupied train includes communication trains (CT trains) and non-communication trains (UT trains). Specifically, trains that can communicate with the trackside signaling system are defined as communication trains, and trains that cannot communicate with the trackside signaling system are defined as non-communication trains.
[0049] Figure 3 The diagram shows the train operation in the second scenario when the occupying train is a communication train. In this case, the target train makes a precise stop according to ZC-MA, and the point where the rear of the occupying train retreats a certain safe distance is taken as the endpoint of ZC-MA. Specifically, the specific value of the safe distance can be set according to the needs and operating specifications.
[0050] Figure 4 The diagram illustrates train operation in the second scenario when the occupying train is a non-communication train. In this case, the stopping destination and stopping method of the target train are determined based on the configuration of the ITE system on the occupying train. The ITE system configuration includes whether the ITE system is configured and whether the ITE system is available.
[0051] In some embodiments, in the second scenario, when the occupying train is a non-communication train, determining the stopping destination and stopping method of the target train based on the configuration of the occupying train's ITE system includes:
[0052] The area controller ZC detects the type of train in use and whether the ITE system is available, and executes corresponding instructions based on the detection results.
[0053] Figure 4The first operating line shown in the upper area is when ZC detects that the occupied train is a non-communication train and the ITE system is available. At this time, the point after the axle of the departure station is retreated a certain safe distance is taken as the endpoint of the movement authorization calculated by the area controller. The target train enters the station and stops according to the movement authorization calculated by the area controller. In some embodiments, the target train enters the station and stops according to the movement authorization calculated by the area controller, and continuously compares the movement authorization calculated by the area controller with the movement authorization calculated by the ITE system (i.e., the sensing line of sight, also known as the sensing MA). When the movement authorization calculated by the ITE system is greater than the movement authorization calculated by the area controller, the target train runs with the movement authorization calculated by the ITE system. When there is no abnormality and the stopping requirements are met, the train enters the station and stops.
[0054] Figure 4 The second operating line shown in the area below is for situations where a non-communication train is detected occupying the line and the ITE system is unavailable. In this case, the axle count at the station is used as the endpoint of the movement authorization calculated by the area controller. The train can only enter the station after the idle time of the section outside the station, and the target train stops according to the movement authorization calculated by the area controller.
[0055] In some embodiments, a method for detecting the type of train in use includes:
[0056] The area controller ZC is used to detect whether the train can communicate with the trackside signaling system.
[0057] In some embodiments, the train entering the station scenario further includes a third scenario, defining the segment in the direction of the target train's travel that is separated from the in-station axle counting section by one axle counting section as the off-station interval axle counting section, such as... Figure 5 As shown, in the third scenario, there are occupied trains in the axle counting section outside the station. The stopping destination and stopping method of the target train are determined according to the type of occupied train.
[0058] In one specific embodiment, in the third scenario, when the occupying train is a communication train, the external logical section is idle and there are no abnormalities. The target train enters the station and stops according to the movement authorization calculated by the area controller, and the end point of the external logical section is used as the end point of the movement authorization calculated by the area controller.
[0059] In one specific embodiment, in the third scenario, when the occupied train is a non-communication train, since the communication train needs to run between axle counting sections when tracking the faulty UT train, the exit axle count is used as the endpoint of the movement authorization calculated by the area controller, and the movement authorization calculated by the occupied train's ITE system is used to enter the station and stop.
[0060] Some embodiments of the present invention also provide a computer device including a processor and a memory, wherein the memory stores a computer program, the computer program being loaded and executed by the processor to implement the simplified axle control method for protected sections as described in any of the above embodiments.
[0061] Some embodiments of the present invention also provide a computer-readable storage medium storing a computer program that is loaded and executed by a processor to implement the simplified axle control method for protected sections as described in any of the above embodiments.
[0062] In this specification, the illustrative expressions of the terms used do not necessarily refer to the same embodiments or examples. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0063] Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this invention shall be included within the scope of protection of this invention.
Claims
1. A simplified axle control method for protected sections, characterized in that, The train target stopping section is defined as an in-station axle counting section, which includes entry axle counting and exit axle counting. The axle counting in the off-station protection zone of the rail transit signaling system's trackside equipment is eliminated, and an off-station logical section is set adjacent to the exit axle counting location. The train control method includes: Determine the target train's stopping destination and stopping method based on the train's arrival scenario; The train arrival scenarios include, but are not limited to, the first scenario and the second scenario; In the first scenario, the external logical section is idle and there are no abnormalities. The target train enters the station and stops according to the movement authorization calculated by the area controller, and the end point of the external logical section is used as the end point of the movement authorization calculated by the area controller. In the second scenario, there are occupied trains in the off-site axle counting section adjacent to the in-station axle counting section in the direction of travel of the target train. The stopping destination and stopping method of the target train are determined according to the type of occupied train; the type of occupied train includes communication trains and non-communication trains. When the occupying train is a communication train, the target train stops according to the movement authorization calculated by the area controller, and the point after the rear of the occupying train has retreated a safe distance is taken as the endpoint of the movement authorization calculated by the area controller. When the train occupying the station is a non-communication train, the stopping destination and stopping method of the target train are determined according to the configuration of the ITE system of the occupying train.
2. The simplified axle control method for protected sections according to claim 1, characterized in that, In the second scenario, when the occupying train is a non-communication train, the stopping destination and stopping method of the target train are determined based on the configuration of the occupying train's ITE system, including: Detect the type of train occupying the train and whether the ITE system is available, and execute corresponding instructions based on the detection results; When it is detected that the occupying train is a non-communication train and the ITE system is available, the point after the safe distance of the axle retraction from the station is used as the endpoint of the movement authorization calculated by the area controller, and the target train enters the station and stops according to the movement authorization calculated by the area controller. When it is detected that the occupying train is a non-communication train and the ITE system is unavailable, the axle count at the station is used as the endpoint of the movement authorization calculated by the area controller, and the target train stops according to the movement authorization calculated by the area controller.
3. The simplified axle control method for protected sections according to claim 2, characterized in that, In the second scenario, when it is detected that the occupying train is a non-communication train and the ITE system is available, the target train enters the station and stops according to the movement authorization calculated by the area controller. The movement authorization calculated by the area controller and the movement authorization calculated by the ITE system are continuously compared. When the movement authorization calculated by the ITE system is greater than the movement authorization calculated by the area controller, the target train enters the station and stops according to the movement authorization calculated by the ITE system.
4. The simplified axle control method for protected sections according to claim 2, characterized in that, In the second scenario, if the train occupying the station is detected to be a non-communication train and the ITE system is unavailable, the train can only enter the station and stop after the axle counting section outside the station is cleared.
5. The simplified axle control method for protected sections according to claim 2, characterized in that, Methods for detecting the type of train in use include: The area controller is used to detect whether a train can communicate with the trackside signaling system. Trains that can communicate with the trackside signaling system are defined as communicating trains, and trains that cannot communicate with the trackside signaling system are defined as non-communicating trains.
6. The simplified axle control method for protected sections according to claim 1, characterized in that, The train entry scenario also includes a third scenario, in which the section that is one axle counting section away from the in-station axle counting section in the direction of the target train's travel is defined as the off-station interval axle counting section. In the third scenario, there are occupied trains in the off-station interval axle counting section, and the stopping destination and stopping method of the target train are determined according to the type of occupied train.
7. The simplified axle control method for protected sections according to claim 6, characterized in that, In the third scenario, when the occupying train is a communication train, the external logical section is idle and there are no abnormalities. The target train enters the station and stops according to the movement authorization calculated by the area controller, and the end point of the external logical section is used as the end point of the movement authorization calculated by the area controller.
8. The simplified axle control method for protected sections according to claim 6, characterized in that, In the third scenario, when the occupying train is a non-communication train, the target train uses the departure axle count as the endpoint of the movement authorization calculated by the area controller, and enters the station to stop using the movement authorization calculated by the ITE system.
9. A computer device, characterized in that, The computer device includes a processor and a memory, the memory storing a computer program, which is loaded and executed by the processor to implement the simplified axle control method for protected sections as described in any one of claims 1 to 8.
10. A computer-readable storage medium, characterized in that, The storage medium stores a computer program, which is loaded and executed by a processor to implement the simplified axle control method for protected sections as described in any one of claims 1 to 8.