Protection control method and device for automatic train return

Abstract

The present application provides a protection control method and device for automatic train reversal, the method comprising: when the train automatically reversals after entering the track after the station, obtaining line data through the station entry signal, and obtaining the train control system CTCS-13 package through the reverse station exit signal; obtaining the parking position from the CTCS-13 package; controlling the train to travel to the parking position and stop; searching the position of the exit signal in front of the parking position in the line data, and determining the position as the end of the reversal protection area; obtaining the current position and current speed of the train; judging whether the train can stop before the end of the reversal protection area starting from the current position at the current speed; if so, continuing to execute the step of obtaining the current position and current speed of the train; if not, outputting an emergency braking command to the train to stop the train at the end of the reversal protection area. With a smaller modification cost, the safety protection of automatic reversal of the train after the station is realized, thereby improving the safety of train operation.

Description

Technical Field

[0001] The present application relates to the field of train control technology, and in particular to a protection control method for automatic train reversal, a protection control device for automatic train reversal, an electronic device, and a computer-readable storage medium. Background Art

[0002] Urban (suburban) railways are rail transit systems that connect the central urban area of ​​a metropolitan area to surrounding urban clusters and between urban clusters. They are an important part of the city's comprehensive transportation system and have public transportation and high-density operation requirements. The second-generation China Train Control System 2 (CTCS2) + Automatic Train Operation (ATO) system is increasingly being used in urban (suburban) railways due to its good interoperability, functional scalability, low investment cost, and ease of rolling off the national railway line.

[0003] The CTCS2+ATO train control system of the urban rail transit has an automatic reversal function. The so-called automatic reversal means that when there is no one at the reversing end of the train, the on-board equipment at the reversing end automatically runs to the designated track, automatically stops at the mark, and automatically opens the door / platform door according to the reversing plan. At this time, since there is no one to protect the reversing end and the driver's console is activated, the safety level of the ATO system that controls the train is SIL2. If the ATO system fails, there is no driver on the train, the passengers have boarded the train, and the departure route is open, the on-board equipment controls the train to enter the section. In this case, the train that should have departed under the protection of the driver will run with passengers unloaded without the protection of the driver. There will be no safety problems when other systems are normal, but in cases where the train may need rescue, there are large-scale delays during peak hours, etc., there will be safety problems in the operation of the train, reducing the safety of the train operation. Summary of the invention

[0004] The purpose of the embodiments of the present application is to provide a protection control method for automatic train reversal, a protection control device for automatic train reversal, an electronic device and a computer-readable storage medium, so as to achieve safety protection for automatic reversal of the train after the train station and improve the safety of train operation.

[0005] In order to solve the above technical problems, the embodiments of the present application provide the following technical solutions:

[0006] The first aspect of the present application provides a protection and control method for automatic train reversal, the method comprising: when the train automatically turns back after entering the station and enters the track, obtaining line data through the entry signal, and obtaining the train control system CTCS-13 package through the reverse exit signal; obtaining the parking position from the CTCS-13 package; controlling the train to travel to the parking position and stop; searching the line data for the position of the exit signal in front of the parking position, and determining the position as the end point of the reversal protection area; obtaining the current position and current speed of the train; judging whether the train can stop before the end point of the reversal protection area starting from the current position at the current speed; if so, continuing to execute the step of obtaining the current position and current speed of the train; if not, outputting an emergency braking command to the train to stop the train at the end point of the reversal protection area.

[0007] Compared with the prior art, the protection and control method for automatic train reversal provided in the first aspect of the present application obtains the parking position from the CTCS-13 package during the process of the train automatically reversing after the station, and then obtains the position of the exit signal before the parking position from the line data, and uses the position of the exit signal as the end of the reversal protection area, and then determines whether the train can stop before the end of the reversal protection area, and controls the train to emergency brake when it is determined that it cannot stop. In this way, the reversal area can be actively captured without modifying the trackside subsystem and adding electronic map and other data to the on-board equipment. With a smaller modification cost, the safety protection of the automatic reversal of the train after the station is realized, thereby improving the safety of train operation.

[0008] In some modified implementations of the first aspect of the present application, the line data includes a track circuit information package, and the track circuit information package includes multiple exit signals in front of the parking position; searching the line data for the position of the exit signal in front of the parking position includes: obtaining the track circuit information package from the line data; searching the track circuit information package for the position of the exit signal in front of the parking position that is closest to the parking position.

[0009] In the track circuit information package, the position of the nearest exit signal before the parking position is selected as the end point of the return protection area. In this way, the return protection area can be limited to the smallest range, further improving the safety of train operation.

[0010] In some modified implementation modes of the first aspect of the present application, it is determined whether the train can stop before the end of the turnaround protection area starting from the current position at the current speed, including: calculating the actual parking position of the train based on the current position, the current speed and the emergency braking deceleration of the train; determining whether the actual parking position reaches the end of the turnaround protection area; if so, determining that the train cannot stop before the end of the turnaround protection area starting from the current position at the current speed; if not, determining that the train can stop before the end of the turnaround protection area starting from the current position at the current speed.

[0011] Based on the current position, current speed and braking curve of the train, the forward calculation of whether the train can stop before the end of the turnaround protection area can more accurately calculate the actual stopping position of the train, thereby more accurately judging whether the train can stop before the end of the turnaround protection area.

[0012] In some modified implementations of the first aspect of the present application, the method also includes: when the train stops at a parking position, detecting whether the driver's key is inserted into the train; if not, outputting a maximum common braking command to the train until the driver's key is inserted and released.

[0013] After the train stops at the preset parking position, before the driver inserts the key, the maximum common braking is output. Even if the ATO abnormally controls the train operation, the train can remain parked to ensure the safe operation of the train.

[0014] In some modified implementations of the first aspect of the present application, before obtaining line data through the station entry signal, the method also includes: determining whether the train has not received line data after running a preset distance in the track; if so, outputting a maximum common braking instruction to the train.

[0015] After the train automatically turns back and runs for a certain distance after arriving at the station, if no line data is received, the maximum common braking will be output to ensure the safe operation of the train.

[0016] In some modified implementations of the first aspect of the present application, after outputting an emergency braking command to the train, the method further includes: detecting whether a driver's key is inserted into the train; if so, outputting a prompt message, the prompt message being used to prompt the driver to relieve the emergency braking.

[0017] After the train emergency brakes, when the driver inserts the key, a prompt message to release the emergency brake is output to the driver, so that the driver can release the emergency brake, avoid the driver quickly starting the train without knowing that the train is currently in emergency braking, and ensure the safe operation of the train.

[0018] In some modified implementations of the first aspect of the present application, after determining the location as the end point of the turnaround protection area, the method also includes: storing the end point of the turnaround protection area; detecting whether the driver's key is inserted into the train; if so, deleting the end point of the turnaround protection area.

[0019] When the end point of the turnaround protection area is generated, the end point of the turnaround protection area is stored, and the train is protected against turnaround based on the stored end point of the turnaround protection area. After the turnaround protection, when the train starts, the previously stored end point of the turnaround protection area is deleted, which can prevent the train from mistakenly performing safety protection on the train again based on the end point of the turnaround protection area, improve the accuracy of the train's turnaround safety protection, and improve the safety of train operation.

[0020] According to a second aspect of the present application, there is provided a protective control device for automatic train reversal, the device comprising: an acquisition module, used to acquire a track circuit information package through an entry signal and a train control system CTCS-13 package through an exit signal when the train automatically turns back after entering the track at the station; an extraction module, used to acquire a parking position from the CTCS-13 package; a control module, used to control the train to stop at the parking position; a search module, used to search the track circuit information package for the position of the exit signal in front of the parking position, and determine the position as the end point of the reversal protection area; a monitoring module, used to acquire the current position and current speed of the train; a judgment module, used to judge whether the train can stop before the end point of the reversal protection area starting from the current position at the current speed; if so, enter the monitoring module, if not, enter the protection module; the protection module is used to output an emergency braking command to the train to stop the train at the end point of the reversal protection area.

[0021] The third aspect of the present application provides an electronic device, which includes: a processor, a memory, and a bus; wherein the processor and the memory communicate with each other through the bus; and the processor is used to call program instructions in the memory to execute the method in the first aspect.

[0022] A fourth aspect of the present application provides a computer-readable storage medium, the storage medium comprising: a stored program; wherein, when the program is running, the device where the storage medium is located is controlled to execute the method in the first aspect.

[0023] The protection and control device for automatic train reversal provided in the second aspect of the present application, the electronic device provided in the third aspect, and the computer-readable storage medium provided in the fourth aspect have the same or similar beneficial effects as the protection and control method for automatic train reversal provided in the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] By reading the detailed description below with reference to the accompanying drawings, the above and other purposes, features and advantages of the exemplary embodiments of the present application will become easy to understand. In the accompanying drawings, several embodiments of the present application are shown in an exemplary and non-limiting manner, and the same or corresponding reference numerals represent the same or corresponding parts, wherein:

[0025] Figure 1 The application scenario architecture of the protection control method for automatic train return in the embodiment of the present application is shown in FIG. Figure 1 ;

[0026] Figure 2 The application scenario architecture of the protection control method for automatic train return in the embodiment of the present application is shown in FIG. Figure 2 ;

[0027] Figure 3 The flow diagram of the protection control method for automatic train return in the embodiment of the present application is as follows Figure 1 ;

[0028] Figure 4 The flow diagram of the protection control method for automatic train return in the embodiment of the present application is as follows Figure 2 ;

[0029] Figure 5 The structure of the protection control device for automatic train return in the embodiment of the present application is shown in FIG. Figure 1 ;

[0030] Figure 6 The structure of the protection control device for automatic train return in the embodiment of the present application is shown in FIG. Figure 2 ;

[0031] Figure 7 Schematic diagram of the structure of an electronic device in an embodiment of the present application. DETAILED DESCRIPTION

[0032] The exemplary embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present application and to fully convey the scope of the present application to those skilled in the art.

[0033] It should be noted that, unless otherwise specified, the technical terms or scientific terms used in this application should have the common meanings understood by technicians in the field to which this application belongs.

[0034] At present, there are no corresponding protection measures for the automatic return function after the station of the CTCS2+ATO system of the urban rail. In this way, if the ATO system fails, when there is no driver on the train, passengers have boarded the train, and the departure route is open, the on-board equipment will control the train to enter the section, and then the train that should have departed under the protection of the driver will run with passengers without the protection of the driver, reducing the safety of train operation.

[0035] In view of this, an embodiment of the present application provides a protection and control method for automatic train reversal, a protection and control device for automatic train reversal, an electronic device and a computer-readable storage medium. After the train enters the station and automatically turns back, the line data is obtained through the entry signal, and the CTCS-13 package is obtained through the reverse exit signal, and then the parking position is determined according to the CTCS-13 package, and the exit signal in front of the parking position is determined from the line data, and then the position of the determined exit signal is determined as the end point of the reversal protection area, so as to determine whether the train can stop before the end point of the reversal protection area based on the current position and current speed of the train, and if it is determined that the train cannot stop, emergency braking is output to the train, so as to ensure that the train can stop in the reversal protection area, thereby improving the safety of train operation during automatic reversal after the station.

[0036] First, the application scenario of the protection control method for automatic train return provided in the embodiment of the present application is described.

[0037] Figure 1 The application scenario architecture of the protection control method for automatic train return in the embodiment of the present application is shown in FIG. Figure 1 , see Figure 1 As shown, the architecture may include: a train 11 .

[0038] The train 11 may include an onboard device 111 . The onboard device 111 is used to control the operation of the train 11 .

[0039] The onboard device 111 may include an ATO system 111a and an Automatic Train Protection (ATP) system 111b. The ATO system 111a is used to realize automatic driving of the train 11. The ATP system 111b is used to limit the speed of the train 11 when the train 11 is overspeeding.

[0040] Figure 2 The application scenario architecture of the protection control method for automatic train return in the embodiment of the present application is shown in FIG. Figure 2 , see Figure 2As shown, the train travels to the reversing track 1 via XF, S4, and X4. After the train stops at the reversing track, the train's end switches from end A to end B. End B automatically completes the registration process when no one is there. After the approach is opened, the train automatically enters the ATO system. The ATO system drives the train to stop at the track mark.

[0041] The protective control method for automatic train reversal provided in the embodiment of the present application is performed through the ATP system when the ATO system drives the train to stop at a mark on the track.

[0042] Furthermore, the protective control method for automatic train reversal provided in the embodiment of the present application is used for the process of automatic train reversal after the train stops. For the automatic reversal of the train on the spot, there is no need to use the protective control method provided in the embodiment of the present application. This is because: after the train automatically turns back on the spot and changes ends, after the train automatically completes the power-on registration process in the standby mode, it does not engage ATO before the driver inserts the key, and continuously outputs the maximum common brake to prohibit the train from moving. Therefore, when the train automatically turns back on the spot and does not leave the platform area in the absence of a driver, there is no need to use the method provided in the embodiment of the present application for safety protection.

[0043] It should be noted here that all the data involved in the full text, as well as the processes of sending, receiving, and processing, have been authorized in advance by the relevant parties and are legal and compliant.

[0044] Next, the protection and control method for automatic train reversal provided in an embodiment of the present application is described in detail.

[0045] Figure 3 The flow diagram of the protection control method for automatic train return in the embodiment of the present application is as follows Figure 1 , see Figure 3 As shown, the method may include:

[0046] S31: When the train automatically turns back and enters the track after entering the station, it obtains line data through the entry signal and obtains the CTCS-13 package through the exit signal.

[0047] After the train automatically turns back after reaching the station, the onboard equipment at the turning end automatically completes the registration process and switches to partial monitoring mode. After the departure route is opened, the ATO of the onboard equipment is put into control of the train, and the onboard equipment switches to automatic mode (AutomAticMode, AM).

[0048] ATO controls the train to pass the station entry signal, and the onboard equipment obtains the line data from the station entry signal. The line data contains the relevant information required for the train to run this time, such as track circuit information, slope information, static speed limit, temporary speed limit, etc. ATO controls the train to continue running based on the line data obtained by the onboard equipment.

[0049] When the train enters the track, the onboard equipment receives the CTCS-13 packet sent by the anti-departure signal. The CTCS-13 packet describes the stop position. The ATO controls the train to stop at the stop position based on the CTCS-13 packet obtained by the onboard equipment.

[0050] S32: Get the parking location from the CTCS-13 package.

[0051] After the on-board equipment obtains the CTCS-13 package from the anti-exit signal, the ATO extracts the parking position from the CTCS-13 package.

[0052] When obtaining the parking position, since the CTCS-13 package has clear format requirements and the position of the parking position in the CTCS-13 package is relatively fixed, the parking position can be directly extracted from the specified position where the parking position is stored to improve the efficiency of extracting the parking position. It is also possible to search for information with location features from the beginning in the CTCS-13 package, and then determine the first information with location features searched as parking information. Although various location information is recorded in the CTCS-13 package, the parking position is generally the first location information recorded. Acquiring the parking position by searching for location features can improve the accuracy of determining the parking position.

[0053] S33: Control the train to travel to the parking position and stop.

[0054] After ATO obtains the stop position from the CTCS-13 package, it starts to control the train to run to the stop position and stop.

[0055] In the specific process of controlling the parking, ATO can calculate the deceleration curve of the train from the current position to the parking position according to the current position of the train, the parking position, the current speed and the braking curve. The deceleration curve here can be uniform or gradient. The specific shape of the deceleration curve can be determined according to the actual situation of the train and is not specifically limited here.

[0056] S34: Search the line data for the position of the exit signal in front of the parking position, and determine the position as the end point of the turnaround protection area.

[0057] When the ATO controls the train to run from the current position to the parking position, the ATP determines the end point of the turnaround protection area from the line data based on the parking position.

[0058] Since the line data contains track circuit information, which includes the position of each exit signal in the track, when a train passes the exit signal, it means that the train has exited the station and entered the operating section. Therefore, the position of the exit signal in front of the stop position in the line data is the end point of this turnaround protection area. It is necessary to ensure that the train can stop before the end point of the turnaround protection area to avoid the train entering the section without a driver.

[0059] S35: Obtain the current position and current speed of the train.

[0060] In order to prevent the train from automatically turning back after the station and entering the section without a driver, ATP needs to continuously evaluate whether the train can stop before the end of the turning protection area before the key is inserted into the train.

[0061] During the specific evaluation, the current position and current speed of the train can be obtained in real time or at preset time intervals. The current position can be obtained through the on-board positioning device, and the current speed can be obtained through the on-board speed sensor. Of course, it can also be obtained through the position monitoring equipment and speed monitoring equipment in the station. That is, when the train passes through the position monitoring equipment in the station, the position monitoring equipment sends its position to the on-board equipment, and then ATP uses the position received by the on-board equipment as the current position of the train. When the train passes through the speed monitoring equipment in the station, the speed monitoring equipment sends the detected speed of the train to the on-board equipment, and then ATP uses the speed received by the on-board equipment as the current speed of the train. The specific method of obtaining the current position and current speed of the train is not limited here.

[0062] S36: Determine whether the train can stop before the end of the turnaround protection area at the current speed and from the current position. If yes, execute S35; if no, execute S37.

[0063] The current position of the train, the end point of the turnaround protection area (the speed at this position is 0), and the current speed are all known. Combined with the maximum deceleration of the train, a preset mathematical calculation model can be used to determine whether the train can stop before the end point of the turnaround protection area starting from the current position at the current speed.

[0064] The mathematical calculation model here can be any mathematical calculation method related to the current position, the end point of the return protection area, the current speed, the parking speed (0), and the acceleration.

[0065] On the one hand, the actual parking position of the train can be determined based on the current position, current speed and maximum deceleration, and then it can be judged whether the actual parking position reaches the end of the turnaround protection area. If it reaches, it means that the train cannot stop before the end of the turnaround protection area starting from the current position at the current speed. If it does not reach, it means that the train can stop before the end of the turnaround protection area starting from the current position at the current speed.

[0066] On the other hand, the actual deceleration of the train can be determined based on the current position, the end point of the turnaround protection area, the current speed and the stop speed (0), and then it can be judged whether the actual deceleration exceeds the maximum deceleration. If it is reached, it means that the train cannot stop before the end point of the turnaround protection area at the current speed and from the current position. If it is not reached, it means that the train can stop before the end point of the turnaround protection area at the current speed and from the current position.

[0067] S37: Output an emergency braking command to the train to stop the train at the end of the turnaround protection area.

[0068] If it is determined that the train cannot stop before the end of the turnaround protection area starting from the current position at the current speed, ATP needs to output an emergency braking command to the train and perform emergency braking on the train to make the train stop at the end of the turnaround protection area to prevent the train from entering the section without a driver.

[0069] If it is determined that the train can stop before the end of the turnaround protection area at the current speed and from the current position, it means that the train may stop at the stop position or any position between the stop position and the end of the turnaround protection area under the control of ATO, or it may stop at a position before the turnaround protection area under the braking of ATP. At this time, ATP does not need to perform any braking treatment on the train, and continues to determine whether it can stop before the end of the turnaround protection area based on the current position and current speed of the train.

[0070] It can be seen from the above content that the protection and control method for automatic train reversal provided in the embodiment of the present application obtains the parking position from the CTCS-13 package during the process of the train automatically reversing after the station, and then obtains the position of the exit signal before the parking position from the line data, and uses the position of the exit signal as the end of the reversal protection area, and then determines whether the train can stop before the end of the reversal protection area, and controls the train to emergency brake when it is determined that it cannot stop. In this way, the reversal area can be actively captured without modifying the trackside subsystem and adding data such as electronic maps to the on-board equipment. With a smaller modification cost, the safety protection of the automatic reversal of the train after the station is realized, thereby improving the safety of train operation.

[0071] Furthermore, as a Figure 3As a refinement and extension of the method shown, an embodiment of the present application also provides a protective control method for automatic train reversal.

[0072] Figure 4 The flow diagram of the protection control method for automatic train return in the embodiment of the present application is as follows Figure 2 , see Figure 4 As shown, the method may include:

[0073] S41: When the train automatically turns back and enters the track after the station, it is determined whether the train has not received the line data after running the preset distance in the track. If so, S42 is executed, and if not, S43 is executed.

[0074] The train automatically turns back after the station, and the onboard equipment at the turning end automatically completes the registration process and switches to partial monitoring mode. The departure route is open, the onboard equipment ATO is put into control, and the onboard equipment switches to AM mode. At this time, the train enters the track for operation.

[0075] After the train enters the track, it will generally pass the station entry signal and receive the line data from the station entry signal. However, in some cases, due to the failure of the station entry signal or the failure of the on-board equipment, the on-board equipment cannot receive the line data sent by the station entry information machine. At this time, the train will be in a state of running in the track without line data, which is more dangerous.

[0076] In order to ensure the safety of train operation, ATP needs to monitor the running distance of the train in real time after the train enters the track. When the running distance has not reached the preset distance, the on-board equipment has received the line data, indicating that the interaction between the station entry signal and the on-board equipment is normal. ATP does not need to perform additional operations and the train continues to run. When the running distance reaches the preset distance, the on-board equipment has not received the line data, indicating that there is an abnormality in the interaction between the station entry signal and the on-board equipment. It is more dangerous for ATO to run without line data, and ATP needs to brake the train.

[0077] The preset distance here can be set according to the actual situation of the station and the train, and no specific limitation is made here.

[0078] S42: Output the maximum common braking instruction to the train.

[0079] If the train has not received the line data after running the preset distance in the track, the probability of the train receiving the line data sent by the station signal is also low. It is dangerous for the train to continue running in the track without line data. At this time, ATP needs to output the maximum common braking command to the train so that the train can stop smoothly according to the previous common braking strategy.

[0080] After the train stops, if the relevant personnel find a problem so that the train can receive line data, the train can continue to run. Or, the driver inserts the key in the train and manually controls the train to continue running.

[0081] S43: Get the CTCS-13 packet through the anti-outbound signal.

[0082] After the on-board equipment obtains the line data through the entry signal, the train continues to run. Then the train passes the exit signal, and the on-board equipment obtains the CTCS-13 package sent by the exit signal.

[0083] S44: Get the parking location from the CTCS-13 package.

[0084] Since the CTCS-13 package describes the parking position of the train after automatic reversal at the station, the ATO can directly obtain the parking position of the train from the CTCS-13 package.

[0085] S45: Control the train to travel to the parking position and stop.

[0086] After ATO obtains the stopping position of the train, it can calculate the speed of the train from the current position to each subsequent position based on the train's braking curve, so that the train reaches the corresponding speed at each subsequent position, thereby controlling the train to stop at the stopping position.

[0087] S46: Acquire a track circuit information package from the line data.

[0088] When the ATO controls the train to move from the current position to the parking position, the ATP needs to provide safety protection for the train to avoid the situation where the ATO fails and the train moves to the section.

[0089] Whether to enter the section can be determined by whether to cross the exit signal. Whether to cross the exit signal can be determined by the position of the exit signal without modifying the track bypass equipment. The position of the exit signal is generally included in the track circuit information package. The track circuit information package is generally included in the line data of the entry signal. Therefore, ATP can obtain the track circuit information package from the line data sent by the entry signal received by the on-board equipment, and thus obtain the exit signal position in the track circuit information package.

[0090] In the line data, different types of data have different identifiers, so the track circuit information package can be obtained from the line data through the identifier of the track circuit information package. Of course, when the various types of data in the line data require a unified format, the track circuit information package can also be directly obtained from the predetermined location where the track circuit information package is stored.

[0091] S47: Searching the track circuit information package for the position of the exit signal closest to the parking position in front of the parking position, determining the position as the end point of the turnaround protection area, and storing the end point of the turnaround protection area.

[0092] For different stations, the station type and complexity are different. For some complex station types, multiple exit signals may be included in the same track. In other words, the track circuit information package includes multiple exit signals in front of the parking position. In order to maximize the safety of train operation, it is necessary to select the exit signal position closest to the parking position in the track circuit information package as the end point of the return protection area. In other words, try to select the shortest return protection area.

[0093] In order to improve the accuracy of the selection of the end point of the turnaround protection area and avoid selecting the wrong exit signal position, after searching the position of the exit signal closest to the parking position in front of the parking position in the track circuit information package, and before determining the position as the end point of the turnaround protection area, the selected position needs to be verified.

[0094] Specifically, it is possible to verify whether the information before and after the position in the track circuit information package is complete. For example, it is required that there is a ":" character before the exit signal position, and a "." character or a character indicating the end is required after the exit signal position, and so on.

[0095] If the information before and after the position is complete, it means that the position recorded in the track circuit information package is correct and has not been tampered with, and the position can be determined as the end point of the return protection area. If the information before and after the position is incomplete, it means that the position recorded in the track circuit information package is likely to be wrong or tampered with, and the position cannot be determined as the end point of the return protection area. The position of an exit signal after the position can be determined as the end point of the return protection area.

[0096] After the end point of the reentry protection zone is determined, it is necessary to store the end point of the reentry protection zone for subsequent use.

[0097] After determining the end of the turnaround protection area, ATP needs to periodically monitor whether the train can stop before the end of the turnaround protection area. If it is detected that the train cannot stop before the end of the turnaround protection area, ATP needs to immediately apply emergency braking to the train to prevent the train from running out of the turnaround protection area.

[0098] S48: Get the current position and current speed of the train.

[0099] S49: Calculate the actual stopping position of the train based on the current position, current speed and emergency braking deceleration of the train.

[0100] S410: Determine whether the actual parking position reaches the end point of the turnaround protection area. If yes, execute S411, if no, execute S412.

[0101] S411: Determine that the train starts from the current position at the current speed and cannot stop before the end of the return protection area.

[0102] S412: Determine that the train can stop before the end of the turnaround protection area starting from the current position at the current speed.

[0103] For example, suppose the current position of the train is x1 and the current speed is v t , the emergency braking deceleration is a, and the end point of the return protection area is x2. After ATP obtains the current position x1 and current speed v of the train, it calculates v t 2 / a+ x1, we get the actual stopping position x3 of the train that is currently performing emergency braking. If x3 is between x1 and x2, it means that the train is traveling at the current speed at the current position. At this time, emergency braking can stop the train before the end of the turnaround protection area. At this time, ATP can allow the train to still be controlled by ATO. If x3 is at x2, it means that the train is traveling at the current speed at the current position. At this time, emergency braking can stop the train at the end of the turnaround protection area. If the train is not emergency braked at this time, and then emergency braked is performed on the train, the train will use the turnaround protection area and enter the section. At this time, ATP needs to issue an emergency braking command to the train so that the train stops at the end of the turnaround protection area.

[0104] In practical applications, the above calculation process can be realized through a positive sequence emergency braking deceleration interval calculation model.

[0105] In the process of judging whether the train can stop before the end of the turnaround protection area, since the parking position will not exceed the end of the turnaround protection area, if the ATO has controlled the train to stop at the parking position, then the ATP does not need to continue to judge whether the train can stop before the end of the protection area. After determining that the train has stopped at the parking position, before the driver inserts the key, the ATP can apply the common brake to the train to avoid ATO failure and make the train run again, further ensuring the safety of train operation.

[0106] S413: When the train stops at the parking position, it is detected whether the driver's key is inserted into the train. If so, S414 is executed, and if not, S415 is executed.

[0107] After ATO determines the parking position, it controls the train to drive to the parking position and stop according to the parking position. Sometimes, due to abnormalities, ATO may not control the train to stop at the parking position. When ATO is normal, ATO can control the train to stop at the parking position. Therefore, ATP needs to obtain the parking position from ATO and monitor whether the train has reached the parking position, and then determine whether the train speed is 0 after determining that the train has reached the parking position. If it is determined that the speed is not 0, it is determined that the train has not stopped at the parking position, and it is necessary to continue to monitor whether the train can stop before the reversal protection area at the current position and current speed. If the speed is determined to be 0, it is determined that the train has stopped at the parking position.

[0108] After the train stops at the parking position, the driver may not enter the train immediately. In order to avoid ATO abnormality at this time and control the train to continue running, ATP can output maximum common braking to the train before the driver enters the control train.

[0109] Detecting whether the driver has entered the control train can be achieved by detecting whether the key is inserted in the train. When ATP detects that the key is inserted in the train, it can be determined that the driver has entered the control train, and the train runs based on the driver's operation. When ATP detects that the key is not inserted in the train, it can be determined that the driver has not entered the control train. At this time, ATP needs to output the maximum common brake to the train to prevent abnormal running of the train.

[0110] S414: Control the train operation based on the driver's operation.

[0111] S415: Output the maximum common braking command to the train until it is released after the driver inserts the key.

[0112] ATP determines that the train has stopped at the parking position, immediately outputs the maximum common brake command to the train, and continuously monitors whether the train has inserted the key. After monitoring that the train has inserted the key, ATP cancels the maximum common brake of the train so that the train can move according to the driver's operation.

[0113] When judging whether the train can stop before the end of the turnaround protection area, if it is determined that the train can stop before the end of the turnaround protection area, it means that the train is still in safe operation. At this time, ATP can continue to monitor whether the train can stop before the end of the turnaround protection area, that is, after S412, continue to execute S48. If it is determined that the train cannot stop before the end of the turnaround area, the train is already in a critical safety state. At this time, ATP performs emergency braking on the train, which can make the train stop at the end of the protection area to prevent the train from entering the section, that is, after S411, execute S416.

[0114] S416: Output an emergency braking command to the train to stop the train at the end of the turnaround protection area.

[0115] S417: Check whether the driver's key is inserted into the train. If yes, execute S418 and S419, if no, execute S417 again.

[0116] ATP applies emergency brakes to the train to control the train to stop at the end of the turnaround protection area. After the train stops at the end of the turnaround protection area, the driver may not immediately enter and control the train. At this time, ATP continues to detect whether the key is inserted into the train to determine whether the driver has entered and controlled the train. When it is detected that the train has inserted the key, it is determined that the driver has entered and controlled the train. When it is not detected that the train has inserted the key, it is determined that the driver has not entered and has not controlled the train.

[0117] When specifically detecting whether the train has inserted the key, it can be achieved through the corresponding signal generated at the key insertion point of the train. When a corresponding signal is generated, it is determined that the train has inserted the key. When no corresponding signal is generated, it is determined that the train has not inserted the key. Of course, it is also possible to perform image monitoring of the key insertion point of the train, and determine whether the train has inserted the key through the image. When it can be identified from the image that the key is inserted, it is determined that the train has inserted the key. When it is not identified from the image that the key is inserted, it is determined that the train has not inserted the key. The specific detection method of whether the train has inserted the key can be achieved through various existing key insertion detection methods, which are not specifically limited here.

[0118] S418: Output prompt information, where the prompt information is used to prompt the driver to ease emergency braking.

[0119] When ATP detects that the key has been inserted into the train, it means that the driver has entered and is ready to start controlling the train. Since the train has previously performed emergency braking, at this time, ATP can output a prompt message to the driver to relieve the emergency braking, so that the driver can relieve the emergency braking, thereby ensuring that the vehicle can smoothly transition from emergency braking to normal operation, avoiding the vehicle from starting too quickly, and improving the safety of train operation.

[0120] If ATP detects that the key is not inserted in the train, it means that the driver has not entered or started to control the train. At this time, ATP detects whether the key is inserted in the vehicle until it detects that the key is inserted in the vehicle and outputs a prompt message to the driver to relieve the emergency brake.

[0121] S419: Delete the end point of the return protection area.

[0122] When the train stops at the end of the reversing protection area and the key has been inserted, the train is protected by the driver and there is no need to perform reversing area protection based on ATP. ATP can delete the end of the reversing protection area to avoid confusion with the end of the reversing protection area determined during the next automatic reversing protection after the station, thereby improving the accuracy of automatic reversing protection control after the train stops.

[0123] At this point, the protection and control method for automatic train reversal provided in the embodiment of the present application has been fully explained.

[0124] Based on the same inventive concept, as an implementation of the above method, an embodiment of the present application also provides a protective control device for automatic train reversal.

[0125] Figure 5 The structure of the protection control device for automatic train return in the embodiment of the present application is shown in FIG. Figure 1 , see Figure 5 As shown, the device may include:

[0126] The acquisition module 51 is used to acquire the track circuit information package through the station entry signal when the train automatically turns back to enter the track after the station, and acquire the train control system CTCS-13 package through the reverse station exit signal;

[0127] An extraction module 52, for obtaining a parking location from a CTCS-13 package;

[0128] A control module 53 is used to control the train to travel to a parking position and stop;

[0129] A search module 54, for searching the track circuit information package for the position of the exit signal in front of the stop position, and determining the position as the end point of the turnaround protection area;

[0130] Monitoring module 55, used to obtain the current position and current speed of the train;

[0131] The judging module 56 is used to judge whether the train can stop before the end of the return protection area at the current speed and from the current position; if so, it enters the monitoring module 55; if not, it enters the protection module 57;

[0132] The protection module 57 is used to output an emergency braking command to the train so that the train stops at the end of the turnaround protection area.

[0133] Furthermore, as a Figure 5 As a refinement and expansion of the device shown, an embodiment of the present application also provides a protective control device for automatic train reversal.

[0134] Figure 6 The structure of the protection control device for automatic train return in the embodiment of the present application is shown in FIG. Figure 2 , see Figure 6 As shown, the device may include:

[0135] The first braking module 61 is used to determine whether the train has not received line data after running a preset distance in the track; if so, output a maximum common braking instruction to the train;

[0136] The acquisition module 62 is used to acquire the track circuit information package through the station entry signal and the train control system CTCS-13 package through the reverse station exit signal when the train automatically turns back to enter the track after the station.

[0137] An extraction module 63, for obtaining a parking location from a CTCS-13 package;

[0138] A control module 64 is used to control the train to travel to a parking position and stop;

[0139] When the line data includes a track circuit information package, and the track circuit information package includes multiple exit signals in front of the parking position, the search module 65 is used to obtain the track circuit information package from the line data; search the track circuit information package for the position of the exit signal in front of the parking position that is closest to the parking position, determine the position as the end point of the turnaround protection area, and store the end point of the turnaround protection area;

[0140] Monitoring module 66, used to obtain the current position and current speed of the train;

[0141] The judgment module 67 is used to calculate the actual parking position of the train based on the current position, the current speed and the emergency braking deceleration of the train; judge whether the actual parking position reaches the end of the turnaround protection area; if so, determine that the train cannot stop before the end of the turnaround protection area starting from the current position at the current speed; if not, determine that the train can stop before the end of the turnaround protection area starting from the current position at the current speed; if it is determined that the train can stop before the end of the turnaround protection area starting from the current position at the current speed, enter the monitoring module 66; if it is determined that the train cannot stop before the end of the turnaround protection area starting from the current position at the current speed, enter the protection module 68;

[0142] The protection module 68 is used to output an emergency braking command to the train so that the train stops at the end of the turnaround protection area;

[0143] The second brake module 69 is used to detect whether the driver's key is inserted into the train when the train stops at the parking position; if not, it outputs the maximum common brake command to the train until the driver's key is inserted and released.

[0144] The prompt module 610 is used to detect whether the driver's key is inserted into the train; if so, a prompt message is output, and the prompt message is used to prompt the driver to release the emergency brake;

[0145] The deletion module 611 is used to detect whether the driver's key is inserted into the train; if so, the end point of the return protection area is deleted.

[0146] It should be noted here that the description of the above device embodiment is similar to the description of the above method embodiment, and has similar beneficial effects as the method embodiment. For technical details not disclosed in the device embodiment of the present application, please refer to the description of the method embodiment of the present application for understanding.

[0147] Based on the same inventive concept, an embodiment of the present application also provides an electronic device.

[0148] Figure 7 This is a schematic diagram of the structure of the electronic device in the embodiment of the present application, see Figure 7 As shown, the electronic device may include: a processor 71, a memory 72, and a bus 73; wherein the processor 71 and the memory 72 communicate with each other via the bus 73; the processor 71 is used to call program instructions in the memory 72 to execute the methods in one or more of the above embodiments.

[0149] It should be noted that the description of the above electronic device embodiment is similar to the description of the above method embodiment, and has similar beneficial effects as the method embodiment. For technical details not disclosed in the electronic device embodiment of this application, please refer to the description of the method embodiment of this application for understanding.

[0150] Based on the same inventive concept, an embodiment of the present application further provides a computer-readable storage medium, which may include: a stored program; wherein, when the program is running, the device where the storage medium is located is controlled to execute the method in one or more of the above embodiments.

[0151] It should be noted here that the description of the above storage medium embodiment is similar to the description of the above method embodiment, and has similar beneficial effects as the method embodiment. For technical details not disclosed in the storage medium embodiment of the present application, please refer to the description of the method embodiment of the present application for understanding.

[0152] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A protection control method for automatic train return, characterized in that: The method comprises: When the train automatically turns back after arriving at the station, the on-board equipment at the turning end automatically completes the registration process, controls the train to pass the station entry signal, obtains line data through the station entry signal, and when the train enters the track, the on-board equipment receives the CTCS-13 package sent by the reverse exit signal, and obtains the train control system CTCS-13 package through the reverse exit signal; Obtain parking location from the CTCS-13 package; Controlling the train to travel to the parking position and stop; Searching the line data for the position of the exit signal in front of the parking position, and determining the position as the end point of the turnaround protection area; Obtaining the current position and current speed of the train; Determine whether the train can stop before the end of the turnaround protection area starting from the current position according to the current speed; If yes, continue to execute the step of obtaining the current position and current speed of the train; If not, outputting an emergency braking command to the train so that the train stops at the end of the turnaround protection area; The line data includes a track circuit information package, and the track circuit information package includes a plurality of exit signals in front of the parking position; searching the line data for the position of the exit signal in front of the parking position includes: acquiring a track circuit information package from the line data; Searching the track circuit information package for a position of an exit signal closest to the parking position in front of the parking position; Wherein, the method further comprises: When the train stops at the parking position, detecting whether a driver key is inserted into the train; If not, outputting a maximum common braking command to the train until the driver's key is inserted and released; After determining the position as the end point of the return protection area, the method further includes: Storing the end point of the return protection area; Detecting whether a driver key is inserted into the train; If yes, the end point of the return protection area is deleted.

2. The method according to claim 1, characterized in that The determining whether the train can stop before the end point of the turnaround protection area at the current speed starting from the current position includes: Calculating an actual parking position of the train based on the current position, the current speed and the emergency braking deceleration of the train; Determining whether the actual parking position reaches the end point of the turnaround protection area; If so, it is determined that the train starts from the current position at the current speed and cannot stop before the end of the turnaround protection area; If not, it is determined that the train can stop before the end of the turnaround protection area starting from the current position according to the current speed.

3. The method according to claim 1, characterized in that Before acquiring the line data through the station entry signal, the method further includes: Determining whether the train has not received the line data after running a preset distance in the track; If so, a maximum common braking instruction is output to the train.

4. The method according to claim 1, characterized in that: After outputting the emergency braking instruction to the train, the method further includes: Detecting whether a driver key is inserted into the train; If so, a prompt message is output, where the prompt message is used to prompt the driver to release the emergency braking.

5. A protective control device for automatic train reversal, characterized in that: The device comprises: The acquisition module is used to control the train to cross the station entry signal when the train automatically turns back after the station and the on-board equipment at the turning end automatically completes the registration process, and obtain the track circuit information package through the station entry signal; when the train enters the track, the on-board equipment receives the CTCS-13 package sent by the reverse exit signal, and obtains the train control system CTCS-13 package through the reverse exit signal; An extraction module, for obtaining a parking location from the CTCS-13 package; A control module, used for controlling the train to travel to the parking position and stop; A search module, used for searching the track circuit information package for the position of the exit signal in front of the parking position, and determining the position as the end point of the turnaround protection area; A monitoring module, used to obtain the current position and current speed of the train; A judgment module, used to judge whether the train can stop before the end of the return protection area starting from the current position according to the current speed; if so, enter the monitoring module, if not, enter the protection module; A protection module, used for outputting an emergency braking instruction to the train, so that the train stops at the end of the turnaround protection area; Wherein, when the line data includes a track circuit information package, and the track circuit information package includes multiple exit signals in front of the parking position, the search module is used to obtain the track circuit information package from the line data; search the track circuit information package for the position of the exit signal closest to the parking position in front of the parking position, determine the position as the end point of the turnaround protection area, and store the end point of the turnaround protection area; The second brake module is used to detect whether the driver's key is inserted into the train when the train stops at the parking position; if not, it outputs the maximum common brake command to the train until the driver's key is inserted and released; The deletion module is used to detect whether the driver's key is inserted into the train; if so, the end point of the return protection area is deleted.

6. An electronic device, characterized in that: The electronic device comprises: a processor, a memory, and a bus; wherein the processor and the memory communicate with each other via the bus; and the processor is used to call program instructions in the memory to execute the method as claimed in any one of claims 1 to 4.

7. A computer-readable storage medium, characterized in that: The storage medium comprises: a stored program; wherein, when the program is running, the device where the storage medium is located is controlled to execute the method as claimed in any one of claims 1 to 4.

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