Train interlock control method and system based on distributed interlock control

Abstract

The invention relates to a train interlocking control method and system based on distributed interlocking control, and belongs to the technical field of urban rail transit signal systems.The train interlocking control method comprises the steps that the real-time position and dispatching demand data of a train are received; determining the next target position of the train according to the scheduling demand data, and generating a corresponding scheduling command; the dispatching command is analyzed and verified according to the current track state data, the signal machine state data and the turnout position data, confirmation feedback information or correction feedback information is generated to confirm or correct the dispatching command, a final dispatching command is obtained, and a signal machine state adjusting command and a turnout position adjusting command are generated; according to the execution feedback result and the circuit state monitoring data, the execution condition of the final dispatching command is analyzed, and normal driving confirmation information or dispatching execution abnormal information is fed back to the train control center. According to the invention, distributed interlocking control can be realized, and the safety and efficiency of train operation are greatly improved.

Description

Technical Field

[0001] The present application relates to the technical field of urban rail transit signal systems, and in particular to a train interlocking control method and system based on distributed interlocking control. Background Art

[0002] The train interlocking control system is one of the core systems to ensure rail transit safety. It ensures that trains travel along the predetermined safe path by controlling the status of equipment such as signals, switches and track circuits. In the rail transit system, the core of interlocking control is the scheduling management and dynamic adjustment of the train running path to avoid traffic accidents caused by path conflicts, signal indication errors, switch position errors, etc.

[0003] Traditional train interlocking control systems mostly use centralized control, usually processing all interlocking logic in the central control room and transmitting instructions to trackside equipment through communication lines. Although this centralized architecture can centrally manage the status of each device, it cannot meet the needs of rapid scheduling and equipment response as the system complexity and train density increase, which may cause the train to fail to execute the correct scheduling instructions in time, thus affecting driving safety and causing driving accidents.

[0004] At present, with the increasing complexity and operation density of modern rail transit systems, higher requirements are placed on train interlocking control systems, that is, they need to have faster response speed, higher reliability and better fault tolerance to adapt to the needs of high-density train scheduling and complex operating environments. Therefore, how to achieve distributed interlocking control, improve system response speed, enhance the autonomous processing capability of equipment and the fault tolerance of the system has become an urgent problem to be solved in the current interlocking control system. Summary of the invention

[0005] In order to realize distributed interlocking control and improve the system response speed, the present application provides a train interlocking control method and system based on distributed interlocking control.

[0006] In a first aspect, the present application provides a train interlocking control method based on distributed interlocking control, which adopts the following technical solution: A train interlocking control method based on distributed interlocking control, the train interlocking control method comprising: Receive real-time train location and dispatch demand data; Determine the next target position of the train according to the dispatch demand data, and generate a corresponding dispatch command based on the real-time position and the next target position; Obtain the current track status data, signal status data and switch position data within the section; Analyze and verify the dispatch command according to the current track status data, signal status data and switch position data, and generate confirmation feedback information or correction feedback information; Confirm or modify the dispatch command according to the confirmation feedback information or the modification feedback information to obtain a final dispatch command; Generate a signal state adjustment instruction and a switch position adjustment instruction according to the final dispatching command, and receive adjustment execution feedback results; Obtain real-time circuit status monitoring data on the track; The execution status of the final dispatch command is analyzed according to the execution feedback result and the circuit status monitoring data, and normal running confirmation information or abnormal dispatch execution information is fed back to the train control center.

[0007] By adopting the above technical solution, real-time monitoring of train operation, generation and verification of dispatching instructions, dynamic adjustment of equipment status and safety control feedback are realized. By ensuring that the dispatching command conforms to the real-time section status, driving instructions are generated and issued under the premise of ensuring path safety, and adjustment measures are taken in time according to actual feedback. Through this technical solution, the system can greatly improve the safety and efficiency of train operation, especially in the complex rail transit environment with diverse equipment, which has obvious application advantages.

[0008] Optionally, the step of analyzing and verifying the dispatching command according to the current track state data, signal machine state data and switch position data, and generating confirmation feedback information or correction feedback information includes: Extracting the target path, turnout position requirements and signal target state in the dispatching command; Determining whether the target path is idle according to the current track state data; If yes, the track status verification result is output; if no, the track occupancy conflict result is output and correction feedback information is generated; Determining whether the signal state data conforms to the signal target state; If yes, the signal machine verification pass result is output; if no, the signal machine status verification fail result is output and correction feedback information is generated; Determining whether the turnout position data meets the turnout position requirements; If yes, then the turnout position verification pass result is output; if no, then the turnout position verification fail result is output and correction feedback information is generated; In response to the track state verification pass result, the signal verification pass result and the switch position verification pass result, confirmation feedback information is generated.

[0009] By adopting the above technical solution, the path, signal status and switch position in the dispatching command are verified item by item, and correction feedback information is generated for the non-conforming items, realizing the dynamic comparison between the dispatching command and the actual track status, ensuring the real-time safety and accuracy of the train's travel path. In addition, each verification step is linked together to ensure that the system executes the dispatching command only when each control item meets the requirements, effectively avoiding the driving risks caused by abnormal equipment status, and improving the system's fault tolerance, dynamic responsiveness and safety.

[0010] Optionally, the step of analyzing the execution status of the final dispatch command according to the execution feedback result and the circuit status monitoring data, and feeding back normal driving confirmation information or feeding back dispatch execution abnormality information to the train control center includes: Extracting the signal state adjustment feedback result and the turnout position state adjustment feedback result from the execution feedback result; Determine whether the signal state adjustment feedback result and the switch position state adjustment feedback result are consistent with the final dispatching command; If they do not match, the scheduling execution exception information will be fed back; If they match, then determine whether the track voltage status is normal based on the circuit status monitoring data; if so, feedback is given of normal driving confirmation information; if not, feedback is given of track status abnormality information.

[0011] By adopting the above technical solution, a multi-layer comparison analysis is performed on the execution feedback results and the circuit status monitoring data, realizing dynamic monitoring and feedback of the execution of dispatching commands. Each step is closely linked. By verifying the signal status, switch position and track circuit voltage status one by one, the system can further ensure the safety of the track circuit status on the premise that the equipment status meets the dispatching requirements. By finally generating normal driving confirmation information or abnormal feedback information, the system can accurately and real-time determine the safety of the driving path, effectively prevent driving accidents caused by equipment or track abnormalities, and improve the safety and reliability of train operation.

[0012] Optionally, after the step of feeding back the scheduling execution exception information, the method further includes: Acquiring the signal state data and switch position data after a preset time period; Determine whether the signal state data and the switch position data are consistent with the final dispatching command; if so, feedback normal driving confirmation information; If not, the operation and maintenance history information of the operation and maintenance terminal is obtained, and maintenance verification prompt information is sent to the management terminal according to the operation and maintenance history information.

[0013] By adopting the above technical solutions, we can ensure that the status after the delay meets the scheduling requirements, further verify the equipment recovery status, and enable the system to output normal driving confirmation information in time when the equipment is restored, so as to maintain the real-time driving safety. At the same time, the operation and maintenance data with continuous abnormalities will be fed back to the management terminal. The system ensures that the management has a comprehensive understanding of the equipment status, so that a higher level of equipment maintenance can be efficiently arranged to ensure the long-term safety and stability of the system.

[0014] Optionally, the step of sending maintenance verification prompt information to the management terminal according to the operation and maintenance history information includes: Extracting fault operation and maintenance data according to the operation and maintenance history information; Identify a failure mode and a corresponding failure frequency according to the failure operation and maintenance data; Based on a preset fault type library, determining a corresponding fault type according to the fault mode and fault frequency; Based on a preset maintenance database, determining a corresponding fault maintenance plan according to the fault type; A maintenance verification prompt message is generated according to the fault maintenance plan and sent to the management terminal.

[0015] By adopting the above technical solutions, a systematic process from fault identification to maintenance feedback has been constructed, with clear logic and close data connection between each step, ensuring that the system can quickly and accurately identify the fault type when handling equipment failures and recommend corresponding maintenance measures. By automatically generating and sending maintenance verification prompt information, the system significantly improves the automation level of fault analysis and maintenance, effectively reduces the recurrence rate of equipment failures, and improves the efficiency and safety of equipment operation and maintenance.

[0016] In a second aspect, the present application provides a train interlocking control system based on distributed interlocking control, which adopts the following technical solutions: A train interlocking control system based on distributed interlocking control, the train interlocking control system comprising: An interlocking controller, configured to receive the real-time position and dispatching demand data of the train, determine the next target position of the train according to the dispatching demand data, and generate a corresponding dispatching command based on the real-time position and the next target position; An interlocking analysis module is used to obtain current track status data, signal status data and switch position data in the section, analyze and verify the dispatching command according to the current track status data, signal status data and switch position data, and generate confirmation feedback information or correction feedback information; An interlocking controller, connected to the interlocking analysis module, configured to confirm or correct the dispatching command according to the confirmation feedback information or the correction feedback information to obtain a final dispatching command; An interlocking controller, used for generating a signal state adjustment instruction and a switch position adjustment instruction according to the final dispatching command, and receiving adjustment execution feedback results; Track circuit detector, used to obtain real-time circuit status monitoring data on the track; The interlocking analysis module is connected to the track circuit detector and is used to analyze the execution of the final dispatch command according to the execution feedback result and the circuit status monitoring data, and to feed back normal running confirmation information or feedback dispatch execution abnormality information to the train control center.

[0017] Optionally, the train interlocking control system further includes: A signal controller, connected to the interlocking controller, for receiving a signal state adjustment instruction and controlling the switch of the signal to adjust the signal state; The switch machine controller is connected to the interlocking controller and is used to receive the switch position adjustment instruction and control the fixed and reverse position rotation of the switch machine to adjust the switch position.

[0018] Optionally, the interlocking analysis module is further configured to: obtain the signal status data and switch position data after a preset period of time, and determine whether the signal status data and switch position data are consistent with the final dispatch command; if so, feedback normal driving confirmation information; if not, obtain the operation and maintenance history information of the operation and maintenance terminal, and send maintenance verification prompt information to the management terminal according to the operation and maintenance history information.

[0019] In a third aspect, the present application provides a computer device, which adopts the following technical solution: A computer device comprises a memory, a processor and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method as described in the first aspect.

[0020] In a fourth aspect, the present application provides a computer-readable storage medium, which adopts the following technical solution: A computer-readable storage medium stores a computer program that can be loaded by a processor and execute any one of the methods in the first aspect.

[0021] In summary, the present application includes at least one of the following beneficial technical effects: by transferring interlocking control from central equipment to trackside equipment, the self-sensing, self-analysis and self-processing capabilities of trackside equipment are realized, and the interconnection and collaboration between equipment are enhanced. The present application reduces the use of virtual communication lines and equipment, reduces maintenance costs, and improves the control accuracy, flexibility, reliability and fault tolerance of the system. Its high accuracy, fast response and low failure rate characteristics help to significantly improve the safety and operation efficiency of urban rail transit. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a first flow chart of a train interlocking control method based on distributed interlocking control in one of the embodiments of the present application.

[0023] Figure 2 It is a second flow chart of a train interlocking control method based on distributed interlocking control in one of the embodiments of the present application.

[0024] Figure 3 It is a third flow chart of a train interlocking control method based on distributed interlocking control in one of the embodiments of the present application.

[0025] Figure 4 It is a fourth flow chart of a train interlocking control method based on distributed interlocking control in one of the embodiments of the present application.

[0026] Figure 5 It is a fifth flow chart of a train interlocking control method based on distributed interlocking control in one of the embodiments of the present application.

[0027] Figure 6 It is a structural schematic diagram of a train interlocking control system based on distributed interlocking control in one of the embodiments of the present application.

[0028] Explanation of the accompanying drawings: 1. interlocking controller; 2. interlocking analysis module; 3. track circuit detector; 4. train control center; 5. signal controller; 6. switch controller. DETAILED DESCRIPTION

[0029] In order to make the purpose, technical solutions and advantages of this application more clear, the following Figure 1-6 It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0030] At present, the interlocking control of urban rail transit signal systems is an important means to ensure the safety of train travel. Traditional interlocking control usually requires indoor logic processing, and then transmits the interlocking information to the trackside equipment through the channel to control the train through the trackside equipment. This method not only requires a large number of lines and equipment, but also seriously affects the normal operation and safety of the train when there are problems with the lines or equipment.

[0031] Based on this, in order to solve the above problems, an embodiment of the present application discloses a train interlocking control method based on distributed interlocking control.

[0032] Reference Figure 1 , a train interlocking control method based on distributed interlocking control, the train interlocking control method comprising: Step S101, receiving the real-time position and dispatching demand data of the train; Among them, by obtaining the real-time position of the train, the current physical position of the train and its relationship with the track network can be understood at any time; the scheduling demand data provides information on the path that the train needs to travel in the future, including the train's target station and time requirements.

[0033] For example, the train is currently located in section A, and the dispatching requirements require the train to arrive at station B within the scheduled time. The system will receive the information that the train is in section A and obtain the target path set by the dispatching system (for example, from A to B).

[0034] It can be understood that by grasping the train position and scheduling requirements in real time, the system can dynamically plan the train's route and lay the foundation for the subsequent generation of scheduling commands to ensure that the train arrives at the designated location on time.

[0035] Step S102, determining the next target position of the train according to the dispatch demand data, and generating a corresponding dispatch command based on the real-time position and the next target position; The dispatching command includes the target path, turnout position requirements and signal target status; Specifically, the system calculates the next target location of the train (such as the starting point or target station of the next section of the train) by analyzing the dispatch demand data, and generates specific dispatch commands based on the current real-time location of the train and the next target location to ensure that the train moves along a safe path, thereby avoiding driving safety problems caused by incorrect path or signal indications. The dispatch command includes the target path, the positioning or reversal of the required turnouts, and the status adjustment of related signal machines.

[0036] For example, if the train is currently in section A and its target location is station B, the dispatching command includes setting all switches to the positioning state to form a path from A to B, and setting the status of the involved signals to green.

[0037] Step S103, obtaining current track status data, signal status data and switch position data within the section; Specifically, after the dispatch command is generated, the system needs to confirm whether the status on the target path meets the safety driving requirements, including whether the track is occupied, whether the signal status shows a pass signal, and whether the switch position is correct.

[0038] Among them, by obtaining real-time data within the section, the system can ensure the safety of the path status before the dispatching command is issued, and prevent the train from entering unexpected or blocked paths.

[0039] Step S104, analyzing and verifying the dispatching command according to the current track state data, signal state data and switch position data, and generating confirmation feedback information or correction feedback information; The system compares the dispatching order with the actual section data, including whether the track status (whether it is idle), signal and switch status meet the requirements, to confirm whether the dispatching order can be executed safely. If the data does not meet the requirements, correction feedback information is generated to adjust the dispatching order.

[0040] For example, if the dispatching command requires the turnout to be in the correct position, but the turnout is detected to be in the reverse position, the system will generate correction feedback information to indicate that the turnout position does not meet the requirements. By ensuring that the generated dispatching command is consistent with the actual status of the current section, driving safety is guaranteed and risks caused by inconsistent path settings are avoided.

[0041] Step S105, confirming or correcting the dispatch command according to the confirmation feedback information or the correction feedback information to obtain a final dispatch command; Among them, the system determines whether the dispatching order needs to be revised based on the feedback information. If it is to confirm the feedback information, the dispatching order can be issued according to the original instruction; if it is to correct the feedback information, the system adjusts the dispatching order according to the specific correction content until it meets the safety requirements. For example, if the feedback information requires the turnout to be repositioned, the dispatching order will be revised to issue the order only after the turnout is adjusted. Through dynamic adjustment, it ensures that the dispatching order issued is consistent with the current section status, reduces risks and improves the reliability of the dispatching order.

[0042] Step S106, generating a signal state adjustment instruction and a switch position adjustment instruction according to the final dispatching command, and receiving adjustment execution feedback results; Among them, the signal machine status instructions and turnout position instructions generated based on the final dispatching command control the signal machine and turnout respectively. Through these instructions, the equipment status is adjusted to meet the final dispatching command, and the adjustment execution feedback results of the signal machine and turnout equipment are received to confirm whether the instructions are successfully executed. Through specific equipment adjustment instructions, it is ensured that the equipment status in the section meets the dispatching requirements, providing physical guarantee for the safe passage of trains.

[0043] For example, the final dispatch command requires that the signal state is green and the switch is positioned, then the signal state adjustment instruction sets the signal to green to ensure that the train can pass.

[0044] Step S107, obtaining circuit status monitoring data on the track in real time; Among them, the circuit status monitoring data is used to monitor the actual position of the train and the track status (such as whether there is a fault). The system confirms the operating status of the train and the safety status of the track through the feedback data of the track circuit.

[0045] For example, when a train travels to a certain section, the track circuit detects that the section is occupied and the monitored voltage status is within the normal range, which means that the train is in a safe state. By ensuring that the track status and train driving status in the section meet safety requirements, it can provide a basis for subsequent judgments.

[0046] Step S108, analyzing the execution status of the final dispatch command according to the execution feedback result and the circuit status monitoring data, and feeding back normal running confirmation information or feedback dispatch execution abnormality information to the train control center.

[0047] Among them, the interlocking control system compares and analyzes the execution feedback results and circuit status monitoring data to confirm whether the execution of the final dispatching command is in line with expectations; if the execution is normal, normal driving confirmation information is generated; if the execution is not consistent or the track status is abnormal, abnormal driving information is fed back and a safety control signal is generated to trigger the train to stop or other emergency measures.

[0048] For example, when the train passes through section B, the track status feedback and equipment status are normal, and the system generates normal travel confirmation information; if the track circuit detects a track fault in section B, a safety control signal is sent to slow down or stop the train.

[0049] It is understandable that through dynamic monitoring and feedback, abnormal situations can be identified and handled in a timely manner to ensure the safety of train operation and avoid safety accidents such as track occupancy conflicts or abnormal switch positions.

[0050] In the above implementation, real-time monitoring of train operation, generation and verification of dispatching instructions, dynamic adjustment of equipment status, and safety control feedback are realized. By ensuring that the dispatching command conforms to the real-time section status, driving instructions are generated and issued under the premise of ensuring path safety, and adjustment measures are taken in time according to actual feedback. Through this technical solution, the system can greatly improve the safety and efficiency of train operation, especially in the complex rail transit environment with diverse equipment, which has obvious application advantages.

[0051] Reference Figure 2 As an implementation method of step S104, the steps of analyzing and verifying the dispatching command according to the current track status data, signal status data and switch position data, and generating confirmation feedback information or correction feedback information include: Step S201, extracting the target path, turnout position requirements and signal target state in the dispatching command; Among them, the interlocking analysis system first extracts key control parameters from the dispatching command. The target path is used to determine the train's travel section. The switch position is required to ensure that the path is correct, and the signal target state provides the train with corresponding travel instructions.

[0052] Step S202, judging whether the target path is idle according to the current track status data; if so, jumping to step S203; if not, outputting the track occupancy conflict result and jumping to step S204; Step S203, outputting the track status verification result; Step S204, generating correction feedback information; Specifically, the system compares the current track status data (such as track occupancy status) with the target path to determine whether the track section on the target path is occupied by other trains. If the target path is idle, it means the path is available; if the target path is occupied, it is marked as "track occupancy conflict" and outputs track correction feedback information to prompt the dispatcher to re-plan the path.

[0053] It is understandable that by providing timely feedback on the track status, the system can flexibly adjust the dispatching commands, ensure the safe use of the track section, and improve the dynamic response capability of the interlocking system.

[0054] Step S205, judging whether the signal state data conforms to the signal target state; if so, jumping to step S206; if not, outputting the signal state verification failure result, and jumping to step S204; Step S206, outputting the signal machine verification result; Specifically, the system compares the current signal state with the target signal state of the dispatch command. If the actual state of the signal meets the requirements (for example, the dispatch command requires a green light and the current light is green), the verification passes; if not, the system outputs a verification failure result and generates signal correction feedback information, requiring adjustment of the signal state.

[0055] It is understandable that by verifying the status of the signal, it is ensured that the train runs according to the correct signal instructions and avoids accidentally entering the prohibited sections, thereby improving driving safety.

[0056] Step S207, judging whether the turnout position data meets the turnout position requirements; if so, jumping to step S208; if not, outputting the turnout position verification failure result and jumping to step S204; Step S208, outputting the turnout position verification result; Specifically, the system compares the current switch position with the switch position requirements in the dispatching command to ensure that the switch is in the correct position (positioned or reversed), thereby ensuring the correctness and safety of the driving path; if the switch position meets the requirements, the verification passes; if not, the verification failure information is output, and the switch correction feedback information is generated, requiring the switch to be reset.

[0057] It can be understood that the turnout position verification ensures the accuracy of the train's travel path, prevents the train from straying into the wrong route, and improves the safety of train operation.

[0058] Step S209, generating confirmation feedback information in response to the track status verification result, the signal verification result and the switch position verification result.

[0059] In the above implementation, the path, signal status and switch position in the dispatching command are verified item by item, and correction feedback information is generated for the non-conforming items, realizing the dynamic comparison between the dispatching command and the actual track status, ensuring the real-time safety and accuracy of the train's travel path. In addition, each verification step is closely linked to ensure that the system executes the dispatching command only when each control item meets the requirements, effectively avoiding the driving risks caused by abnormal equipment status, and improving the fault tolerance, dynamic responsiveness and safety of the system.

[0060] Reference Figure 3 As an implementation method of step S108, the steps of analyzing the execution status of the final dispatching command according to the execution feedback result and the circuit status monitoring data, and feeding back normal driving confirmation information or feeding back dispatching execution abnormality information to the train control center include: Step S301, extracting the signal state adjustment feedback result and the switch position state adjustment feedback result from the execution feedback result; Among them, in the interlocking control system, the execution feedback results include the actual adjustment status of the signal and switch equipment. These key feedback data are extracted first for subsequent comparison with the final dispatching command.

[0061] For example, assuming that the final dispatch command requires that the signal light is green and the switch is in the positioning state, the execution feedback result feedbacks that the signal light is currently green and the switch is currently in the positioning state. The system extracts these two states separately to verify whether they meet the requirements of the dispatch command.

[0062] It can be understood that by extracting key feedback information, the system can accurately grasp the actual status of the equipment, provide data support for subsequent status comparison and judgment, and ensure the accuracy and real-time nature of the analysis.

[0063] Step S302, judging whether the feedback result of the signal state adjustment and the feedback result of the switch position state adjustment are consistent with the final dispatching command; if not, jumping to step S303; if consistent, jumping to step S304; Step S303, feedback of scheduling execution exception information; Specifically, the extracted signal and turnout status feedback results are compared with the requirements in the dispatching order one by one to confirm whether the equipment has executed the dispatching order as expected. If the two do not match, it indicates that there is a deviation in the equipment status, which may lead to hidden dangers in driving safety. By ensuring that the equipment execution results meet the requirements of the dispatching order, it is helpful to timely discover and feedback abnormal situations where the equipment does not execute according to the instructions, and avoid driving hazards caused by equipment status deviation.

[0064] For example, suppose the dispatching order requires the signal to be green and the turnout to be in position, but the actual feedback shows the signal is red. The system compares this state with the dispatching order and finds inconsistency, determines that the signal state adjustment is inconsistent, outputs the "dispatching execution abnormality" message, and marks the specific items that are inconsistent (such as abnormal signal state or abnormal turnout position), and feeds it back to the train control center so that the train control center can make corresponding adjustments or take emergency measures.

[0065] Step S304, judging whether the rail voltage state is normal according to the circuit state monitoring data; if so, jumping to step S305; if not, jumping to step S306; Step S305, feeding back normal driving confirmation information; Step S306: Feedback track status abnormality information.

[0066] Among them, on the premise that the equipment status verification is passed, the system further checks the track voltage status. The track voltage status reflects the physical status of the track (such as occupation or failure). Abnormal voltage usually means track failure or signal abnormality. Therefore, by analyzing the circuit status, the track is ensured to be normal, further ensuring the overall operation safety of the track.

[0067] For example, if the track voltage is normal, the system generates "normal travel confirmation information" and feeds it back to the train control center to indicate that the train can travel safely. If the track voltage is abnormal (such as low voltage or unstable), the system generates "track status abnormal information" and feeds it back to the train control center, indicating the specific abnormal location so that the control system can respond accordingly (such as slowing down, stopping or detouring).

[0068] It can be understood that by generating feedback information based on the voltage status, the system realizes comprehensive monitoring of the track circuit status, can dynamically identify and deal with potential risks in the track circuit, and effectively prevent traffic accidents.

[0069] In the above implementation, multi-layer comparison and analysis is performed on the execution feedback results and the circuit status monitoring data, realizing dynamic monitoring and feedback of the execution of the dispatching command. Each step is closely linked. By verifying the signal status, switch position and track circuit voltage status one by one, the system can further ensure the safety of the track circuit status on the premise that the equipment status meets the dispatching requirements. By finally generating normal driving confirmation information or abnormal feedback information, the system can accurately and real-time judge the safety of the driving path, effectively prevent driving accidents caused by equipment or track abnormalities, and improve the safety and reliability of train operation.

[0070] Reference Figure 4 As an implementation method of the train interlocking control method, after the step of feeding back the abnormal information of the scheduling execution, the method further includes: Step S401, acquiring signal status data and switch position data after a preset time period; It is understandable that in order to avoid misjudgment caused by temporary state changes, the system enters the delayed detection mode after generating abnormal information. After a preset time (such as 5 seconds or 10 seconds), the system re-acquires the signal state data and turnout position data to determine whether it has been restored to the requirements of the dispatching command.

[0071] For example, after the abnormal information is generated, the system enters the preset 5-second delay mode, and re-detects the status of the signal in Section A after 5 seconds to obtain the current status of the signal and the position data of the turnout for subsequent status comparison. Delay detection can effectively filter out abnormal feedback caused by short-term fluctuations or instantaneous errors, ensure the system's accurate identification of continuous abnormalities, and avoid unnecessary false alarms.

[0072] Step S402, judging whether the signal state data and the switch position data are consistent with the final dispatching command; if so, jumping to step S403; if not, jumping to step S404; Step S403, feeding back normal driving confirmation information; Among them, the system will compare the re-acquired signal and turnout status data with the requirements in the final dispatch order to determine whether it meets the dispatch requirements; if the equipment has returned to normal, it will generate "normal driving confirmation information"; if it still does not meet the requirements, it will proceed to the next step.

[0073] Step S404, obtaining the operation and maintenance history information of the operation and maintenance terminal, and sending maintenance verification prompt information to the management terminal according to the operation and maintenance history information.

[0074] It is understandable that if the equipment status has not been restored after the delayed detection, it indicates that there is a persistent fault. The system obtains relevant operation and maintenance history data from the operation and maintenance terminal to confirm whether it is a recurring or common fault and whether more in-depth equipment maintenance is required. After detecting a persistent abnormality and the existence of operation and maintenance history records, the system generates a "maintenance verification reminder message" and sends it to the management terminal so that the management personnel can arrange for in-depth maintenance or equipment replacement decisions.

[0075] For example, if the status of the signal in Section A is still abnormal, the system queries the operation and maintenance history of the operation and maintenance terminal and finds that the signal has had similar failures many times in the past week, and records the repair status and diagnosis results. By querying the operation and maintenance history data, the system can identify recurring equipment problems, provide a more accurate basis for maintenance, and help locate potential long-term hidden dangers.

[0076] In the above implementation, it is ensured that the state after the delay meets the scheduling requirements, and the equipment recovery is further verified, so that the system can output normal driving confirmation information in time when the equipment is restored, and maintain the real-time driving safety. At the same time, the operation and maintenance data with continuous abnormalities is fed back to the management terminal, and the system ensures that the management has a comprehensive understanding of the equipment status, so that a higher level of equipment maintenance can be efficiently arranged to ensure the long-term safety and stability of the system.

[0077] Reference Figure 5 As an implementation method of step S404, the step of sending maintenance verification prompt information to the management terminal according to the operation and maintenance history information includes: Step S501, extracting fault operation and maintenance data according to operation and maintenance history information; Specifically, after the system detects an equipment abnormality, it first extracts the fault operation and maintenance data related to the equipment from the historical information of the operation and maintenance terminal; the fault operation and maintenance data includes the historical fault occurrence time, fault type, maintenance record, maintenance time and solution effect, etc. These data provide the basis for subsequent fault mode identification.

[0078] It can be understood that by extracting detailed fault operation and maintenance data, the system can establish a complete understanding of the equipment failure history, provide data support for further identification of failure modes and types, and ensure the accuracy of analysis.

[0079] Step S502, identifying the fault mode and the corresponding fault frequency according to the fault operation and maintenance data; The system analyzes the extracted fault operation and maintenance data to identify common fault modes and their corresponding occurrence frequencies. Failure modes are characteristic descriptions of equipment failures, such as "position deviation" or "temporary failure". Failure frequency refers to the number of times the fault occurs within a specific time frame. This step helps to distinguish between occasional failures and systematic failures.

[0080] Step S503, based on the preset fault type library, determining the corresponding fault type according to the fault mode and fault frequency; The system uses a preset fault type library to compare the fault mode and fault frequency with the standard fault types in the fault type library to determine the specific type of the current fault. The fault type library records the fault types corresponding to different fault mode and frequency combinations, such as "persistent deviation fault" and "occasional electrical fault".

[0081] Step S504, determining a corresponding fault maintenance plan according to the fault type based on a preset maintenance database; Specifically, after confirming the fault type, the system retrieves the preset maintenance database and matches the appropriate maintenance plan according to the fault type. The maintenance plan may include targeted operations such as regular calibration, in-depth inspection, and replacement of parts. This step ensures that the fault maintenance measures are appropriate to the specific fault type.

[0082] Step S505: Generate maintenance verification prompt information according to the fault maintenance plan and send it to the management terminal.

[0083] The system generates detailed maintenance verification prompt information based on the matched maintenance plan and sends it to the management terminal. The prompt information should include specific maintenance steps, required tools, recommended replacement parts, as well as fault types and historical operation and maintenance records, so that managers and operation and maintenance teams can fully understand the fault situation.

[0084] In the above implementation, a systematic process from fault identification to maintenance feedback is constructed, with clear logic and close data connection between each step, ensuring that the system can quickly and accurately identify the fault type when handling equipment faults and recommend corresponding maintenance measures. By automatically generating and sending maintenance verification prompt information, the system significantly improves the automation level of fault analysis and maintenance, effectively reduces the recurrence rate of equipment faults, and improves the efficiency and safety of equipment operation and maintenance.

[0085] The embodiment of the present application also discloses a train interlocking control system based on distributed interlocking control.

[0086] Reference Figure 6 , a train interlocking control system based on distributed interlocking control, the train interlocking control system includes: An interlocking controller 1 is used to receive the real-time position and dispatching demand data of the train, determine the next target position of the train according to the dispatching demand data, and generate a corresponding dispatching command based on the real-time position and the next target position; Interlocking analysis module 2, used to obtain current track status data, signal status data and switch position data in the section, analyze and verify the dispatching command according to the current track status data, signal status data and switch position data, and generate confirmation feedback information or correction feedback information; The interlocking controller 1 is connected to the interlocking analysis module 2 and is used to confirm or correct the dispatching command according to the confirmation feedback information or the correction feedback information to obtain the final dispatching command; Interlocking controller 1, used to generate signal machine state adjustment instructions and turnout position adjustment instructions according to the final dispatching command, and receive adjustment execution feedback results; Track circuit detector 3, used to obtain circuit status monitoring data on the track in real time; The interlocking analysis module 2 is connected to the track circuit detector 3, and is used to analyze the execution of the final dispatching command according to the execution feedback results and the circuit status monitoring data, and to feedback normal driving confirmation information or feedback dispatching execution abnormality information to the train control center 4.

[0087] As an implementation mode of the interlocking controller 1, it is the core device of the present application, and is mainly responsible for controlling the route of the train. Unlike the traditional signal interlocking node, the interlocking controller 1 of the embodiment of the present application does not process the interlocking logic indoors, but distributes the logic processing to the unit of each trackside equipment, allowing the trackside equipment to coordinate the logic autonomously. The interlocking controller 1 needs to connect to the wireless communication network between the trackside equipment, and transmit the control command to the interlocking analysis module 2 for detection and judgment. If the interlocking analysis module 2 finds that there is a problem with the interlocking command, it will send a control signal to the trackside equipment through the interlocking controller 1. In some embodiments, the interlocking controller 1 can be installed near each signal to ensure effective communication with the signal.

[0088] As an implementation of the interlocking analysis module 2, the interlocking analysis module 2 is a device responsible for detecting and judging the commands issued by the interlocking controller 1. When the interlocking controller 1 issues a control command, the interlocking analysis module 2 will detect the accuracy of the command. If the command is inaccurate, the interlocking analysis module 2 will send an error message to the interlocking controller 1 and perform corresponding control according to the type of the error message. The interlocking analysis module 2 is integrated in the interlocking controller 1 to detect and judge the control command.

[0089] As an implementation of the track circuit detector 3, the track circuit detector 3 is a device for detecting the circuit status on the track. Since each trackside device allocates the interlocking logic to its own unit, through mutual induction, analysis and processing, the circuit status on the track can be detected more accurately and the train can be controlled in time. The track circuit detector 3 can be evenly distributed on the entire track line to accurately detect the circuit status on the track.

[0090] Reference Figure 6 As a further implementation of the train interlocking control system, the train interlocking control system further includes: The signal controller 5 is connected to the interlocking controller 1 and is used to receive a signal state adjustment instruction and control the switch of the signal to adjust the signal state; The switch machine controller 6 is connected to the interlocking controller 1, and is used to receive the switch position adjustment instruction and control the fixed and reverse rotation of the switch machine to adjust the switch position.

[0091] As an implementation of the signal controller 5, the signal controller 5 is used to control the switch of the signal. Different from the traditional signal interlocking node, the signal controller 5 of the embodiment of the present application sends a control signal to the trackside equipment through the interlocking controller 1, so that the trackside equipment can directly control the switch of the signal. The signal controller 5 can be integrated into the signal mechanism to directly control the switch of the signal.

[0092] As an implementation of the switch machine controller 6, the switch machine controller 6 is used to control the fixed and reverse rotation of the switch machine. Different from the traditional switch machine interlocking node, the switch machine controller 6 of the embodiment of the present application sends a control signal to the trackside equipment through the interlocking controller 1, so that the trackside equipment can directly control the rotation of the switch machine. The switch machine controller 6 can be integrated into the switch machine mechanism to directly control the fixed and reverse rotation of the switch machine.

[0093] Reference Figure 6 The schematic diagram of the structure of the train interlocking control system of one embodiment of the present application is shown. The whole system is composed of multiple trackside devices, each of which has the ability to autonomously coordinate and process interlocking logic, and communicate and cooperate with each other through wireless communication technology to achieve train control and safe operation. Specifically, each trackside device includes components such as controllers, sensors, and actuators. Through reasonable interface design, it can sense the train status, analyze and process data in real time, and issue control instructions to other devices to achieve interlocking control and safe operation.

[0094] This application realizes self-sensing, self-analysis and self-processing between trackside equipment by transferring the interlocking control of the urban rail transit signal system from indoors to each trackside equipment itself, so as to significantly improve the reliability and stability of the train control system. Compared with the traditional interlocking control system, this application reduces virtual communication lines and equipment, and reduces maintenance costs; at the same time, it increases the interconnectivity and collaboration capabilities between trackside equipment, and improves the reliability and flexibility of the system. Therefore, this application is of great significance to improving the safety and efficiency of urban rail transit.

[0095] As a further implementation of the interlocking analysis module, the interlocking analysis module 2 is also configured to: obtain the signal status data and switch position data after a preset period of time, and determine whether the signal status data and switch position data are consistent with the final dispatching command; if so, then feedback normal driving confirmation information; if not, then obtain the operation and maintenance history information of the operation and maintenance terminal, and send maintenance verification prompt information to the management terminal according to the operation and maintenance history information.

[0096] A train interlocking control system based on distributed interlocking control in an embodiment of the present application can implement any of the above-mentioned train interlocking control methods, and the specific working process of each module in the train interlocking control system can refer to the corresponding process in the above-mentioned method embodiment.

[0097] In the several embodiments provided in this application, it should be understood that the provided methods and systems can be implemented in other ways. For example, the system embodiments described above are only illustrative; for example, the division of a certain module is only a logical function division, and there may be other division methods in actual implementation, such as multiple modules can be combined or integrated into another system, or some features can be ignored or not executed.

[0098] The embodiment of the present application also discloses a computer device.

[0099] A computer device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, a train interlocking control method based on distributed interlocking control as described above is implemented.

[0100] The embodiment of the present application also discloses a computer-readable storage medium.

[0101] A computer-readable storage medium stores a computer program that can be loaded by a processor and execute any one of the above-mentioned train interlocking control methods based on distributed interlocking control.

[0102] Among them, computer-readable storage media can be any tangible medium that contains or stores a program, which can be used by or in conjunction with an instruction execution system, apparatus or device; the program code contained on the computer-readable medium can be transmitted using any appropriate medium, including but not limited to wireless, wire, optical cable, RF, etc., or any suitable combination of the above.

[0103] It should be noted that in the above embodiments, the description of each embodiment has different emphases, and for parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0104] The above are all preferred embodiments of the present application, and are not intended to limit the protection scope of the present application. Any feature disclosed in this specification (including the abstract and drawings), unless otherwise stated, can be replaced by other equivalent or alternative features with similar purposes. That is, unless otherwise stated, each feature is only an example of a series of equivalent or similar features.

Claims

1. A train interlocking control method based on distributed interlocking control, characterized in that: The train interlocking control method comprises: Receive real-time train location and dispatch demand data; Determine the next target position of the train according to the dispatch demand data, and generate a corresponding dispatch command based on the real-time position and the next target position; Obtain the current track status data, signal status data and switch position data within the section; Analyze and verify the dispatch command according to the current track status data, signal status data and switch position data, and generate confirmation feedback information or correction feedback information; Confirm or modify the dispatch command according to the confirmation feedback information or the modification feedback information to obtain a final dispatch command; Generate a signal state adjustment instruction and a switch position adjustment instruction according to the final dispatching command, and receive adjustment execution feedback results; Obtain real-time circuit status monitoring data on the track; The execution status of the final dispatch command is analyzed according to the execution feedback result and the circuit status monitoring data, and normal running confirmation information or abnormal dispatch execution information is fed back to the train control center.

2. A train interlocking control method based on distributed interlocking control according to claim 1, characterized in that: The steps of analyzing and verifying the dispatching command according to the current track state data, signal machine state data and switch position data, and generating confirmation feedback information or correction feedback information include: Extracting the target path, turnout position requirements and signal target state in the dispatching command; Determining whether the target path is idle according to the current track state data; If yes, the track status verification result is output; if no, the track occupancy conflict result is output and correction feedback information is generated; Determining whether the signal state data conforms to the signal target state; If yes, the signal machine verification pass result is output; if no, the signal machine status verification fail result is output and correction feedback information is generated; Determining whether the turnout position data meets the turnout position requirements; If yes, then the turnout position verification pass result is output; if no, then the turnout position verification fail result is output and correction feedback information is generated; In response to the track state verification pass result, the signal verification pass result and the switch position verification pass result, confirmation feedback information is generated.

3. A train interlocking control method based on distributed interlocking control according to claim 2, characterized in that: The steps of analyzing the execution status of the final dispatch command according to the execution feedback result and the circuit status monitoring data, and feeding back normal driving confirmation information or feeding back dispatch execution abnormality information to the train control center include: Extracting the signal state adjustment feedback result and the turnout position state adjustment feedback result from the execution feedback result; Determine whether the signal state adjustment feedback result and the switch position state adjustment feedback result are consistent with the final dispatching command; If they do not match, the scheduling execution exception information will be fed back; If they match, then determine whether the track voltage status is normal based on the circuit status monitoring data; if so, feedback is given of normal driving confirmation information; if not, feedback is given of track status abnormality information.

4. A train interlocking control method based on distributed interlocking control according to any one of claims 1 to 3, characterized in that: After the step of feeding back the scheduling execution exception information, the following steps are also included: Acquiring the signal state data and switch position data after a preset time period; Determine whether the signal state data and the switch position data are consistent with the final dispatching command; if so, feedback normal driving confirmation information; If not, the operation and maintenance history information of the operation and maintenance terminal is obtained, and maintenance verification prompt information is sent to the management terminal according to the operation and maintenance history information.

5. A train interlocking control method based on distributed interlocking control according to claim 4, characterized in that: The step of sending maintenance verification prompt information to the management terminal according to the operation and maintenance history information includes: Extracting fault operation and maintenance data according to the operation and maintenance history information; Identify a failure mode and a corresponding failure frequency according to the failure operation and maintenance data; Based on a preset fault type library, determining a corresponding fault type according to the fault mode and fault frequency; Based on a preset maintenance database, determining a corresponding fault maintenance plan according to the fault type; A maintenance verification prompt message is generated according to the fault maintenance plan and sent to the management terminal.

6. A train interlocking control system based on distributed interlocking control, characterized in that: The train interlocking control system comprises: An interlocking controller (1) is used to receive the real-time position and dispatching demand data of the train, determine the next target position of the train according to the dispatching demand data, and generate a corresponding dispatching command based on the real-time position and the next target position; An interlocking analysis module (2) is used to obtain current track status data, signal status data and switch position data in the section, analyze and verify the dispatching command according to the current track status data, signal status data and switch position data, and generate confirmation feedback information or correction feedback information; An interlocking controller (1) connected to the interlocking analysis module (2) is used to confirm or correct the dispatching command according to the confirmation feedback information or the correction feedback information to obtain a final dispatching command; An interlocking controller (1) is used to generate a signal machine state adjustment instruction and a switch position adjustment instruction according to the final dispatching command, and receive adjustment execution feedback results; Track circuit detector (3), used to obtain circuit status monitoring data on the track in real time; An interlocking analysis module (2) is connected to the track circuit detector (3) and is used to analyze the execution status of the final dispatch command based on the execution feedback result and the circuit status monitoring data, and to feed back normal running confirmation information or feedback dispatch execution abnormality information to the train control center.

7. A train interlocking control system based on distributed interlocking control according to claim 6, characterized in that: The train interlocking control system further comprises: A signal controller (5), connected to the interlocking controller, for receiving a signal state adjustment instruction and controlling the switch of the signal to adjust the signal state; A switch machine controller (6) is connected to the interlocking controller and is used to receive a switch position adjustment instruction and control the switch machine to rotate in a fixed and reverse position to adjust the switch position.

8. A train interlocking control system based on distributed interlocking control according to claim 6, characterized in that: The interlocking analysis module (2) is further configured to: obtain the signal machine status data and the switch position data after a preset time period, and determine whether the signal machine status data and the switch position data are consistent with the final dispatching command; If yes, normal driving confirmation information is fed back; if no, the operation and maintenance history information of the operation and maintenance terminal is obtained, and maintenance verification prompt information is sent to the management terminal according to the operation and maintenance history information.

9. A computer device, characterized in that: The method comprises a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the method according to any one of claims 1 to 5 when executing the program.

10. A computer-readable storage medium, characterized in that: A computer program is stored which can be loaded by a processor and execute the method according to any one of claims 1 to 5.

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