Automatic neutral section passing fusion control method and device for city domain train and medium

Abstract

The invention relates to an automatic neutral section passing fusion control method and device for a city domain train and a medium, and the method comprises the steps that when the train is in a driving mode controlled by a signal system, the signal system sends neutral section passing information to a vehicle no matter whether the train runs forwards or reversely and passes through a neutral section area, and the vehicle carries out the automatic neutral section passing fusion control according to the received neutral section passing information. And entering an automatic neutral section passing fusion type control process of signal neutral section passing and magnetic steel neutral section passing, wherein the two neutral section passing control modes have no priority, and the principle of first arrival is adopted. Compared with the prior art, the method has the advantages that the urban trains can safely, reliably and automatically pass through the split-phase zones to the maximum extent.

Description

Technical Field

[0001] The present invention relates to a rail transit signal system, and in particular to a method, device and medium for integrated control of automatic neutral section passing of suburban trains. Background Art

[0002] To meet the development needs of new urbanization in the metropolitan area and expand the supply of public transportation services, the construction planning of suburban lines has been continuously increasing. Among them, suburban lines using AC power supply systems have neutral section designs. How to ensure that trains pass through the neutral section safely and efficiently is a problem that must be solved for such lines. Existing technologies for suburban trains to pass through the neutral section mainly include manual neutral section passing, vehicle magnet steel neutral section passing, and signal neutral section passing (ATP neutral section passing). Among them, vehicle magnet steel neutral section passing and signal neutral section passing both belong to automatic neutral section passing. Whether it is vehicle magnet steel neutral section passing or signal neutral section passing, most existing technologies only propose control methods, devices or media from the perspectives of the vehicle specialty and the signal specialty respectively, lacking a complete solution for the integration of the two specialties.

[0003] After retrieval, Chinese Patent Publication No. CN117002577A discloses a method for controlling neutral section passing in different modes in a fully automatic operation system, specifically: when the signal system is in the FAM mode, CAM mode, AM mode, or CM mode, an integrated control method of ATP neutral section passing and magnet steel neutral section passing is adopted; before the vehicle enters the neutral section, as long as any one of the ATP neutral section passing instruction, forward pre-disconnection instruction, and forward forced disconnection instruction is valid, the vehicle can enter the neutral section mode; on the premise of considering operation efficiency, it avoids the problem that the train cannot pass through the neutral section after stopping during interval operation. Although this method mentions the integrated control of two automatic neutral section passings, it has many limitations. For example, it does not support signal neutral section passing when the train runs in reverse or when the train degrades to the backup mode (BM). In the actual operation process of the line, reverse train operation or degraded backup operation are inevitable operation scenarios, which means that once the magnet steel neutral section passing fails in this method, the train will not have the function of automatic neutral section passing. In addition, the vehicle interface method adopted by this technology for signal neutral section passing is the TCMS network interface, which has lower reliability compared to the hard-wired relay interface. Once the network interface fails, the automatic neutral section passing function will be completely lost.

[0004] Meanwhile, Chinese Patent Publication No. CN115285173A discloses a method for realizing automatic passing of neutral sections by trains based on CBTC, specifically as follows: fully considering passing of neutral sections under three control levels of CBTC mode, point-type backup, and RM manual driving; when the signal does not output the "ATP passing neutral section valid" instruction, the ATP passing neutral section function is disabled, and at this time, the passing neutral section function of the magnetic steel is valid; when the signal outputs the "ATP passing neutral section valid" instruction, the signal takes over automatic passing of the neutral section, and at this time, the passing neutral section function of the magnetic steel is disabled. Although this method can make up for some limitations of the above-mentioned CN117002577A, it only proposes a solution from a single perspective of the signal specialty and does not involve redundant control of the passing neutral section of the magnetic steel. This method selects one of ATP passing neutral section and magnetic steel passing neutral section for automatic passing neutral section control, which means that once it fails, the train will also not have the function of automatic passing neutral section, and thus cannot safely and automatically pass through the neutral section.

[0005] Therefore, the existing technology lacks a complete automatic passing neutral section method with deep integration of the signal and vehicle specialties, and cannot meet the requirements of different dimensions at the same time: ① The failure of either the signal passing neutral section or the magnetic steel passing neutral section does not affect the integrity of the automatic passing neutral section function, with the characteristics of redundant control; ② It can support automatic passing of the neutral section when the train is running forward and also support automatic passing of the neutral section when the train is running backward; ③ It can support automatic passing of the neutral section under the default CBTC control level and also support automatic passing of the neutral section under the backup BM downgrade; ④ It is applicable to automatic passing of the neutral section on conventional CBTC lines and also applicable to automatic passing of the neutral section on fully automatic operation lines; ⑤ It supports automatic passing of the neutral section in mixed running lines of different formations.

[0006] In this case, how to meet the above different-dimensional requirements without adding too many devices and thus maximize the safe and reliable automatic passing of the neutral section by suburban trains is a technical problem to be solved. Summary of the Invention

[0007] The purpose of the present invention is to overcome the defects of the above-mentioned existing technology and provide a method, device, and medium for integrated control of automatic passing of neutral sections by suburban trains, to solve the problem that there is no complete automatic passing of neutral sections with deep integration of the signal passing neutral section and the vehicle magnetic steel passing neutral section in the existing technology, and to make up for the inability to meet the automatic passing of neutral section requirements in different dimensions such as forward and backward, default CBTC control and backup downgrade control, conventional CBTC lines and fully automatic operation lines, redundancy between signal passing neutral section and vehicle magnetic steel passing neutral section, and mixed running of different formations, so as to maximize the safe and reliable automatic passing of the neutral section by suburban trains.

[0008] The purpose of the present invention can be achieved by the following technical solutions:

[0009] According to the first aspect of the present invention, a method for automatically fusing neutral section passing control of urban rail trains is provided. When the train is in the driving mode controlled by the signal system, regardless of running forward or backward through the neutral section, the signal system sends neutral section passing information to the vehicle. The vehicle enters the automatic neutral section passing fusion control process of signal neutral section passing and magnetic steel neutral section passing according to the received neutral section passing information. Among them, the two neutral section passing control modes have no priority, and the principle of first come first served is adopted.

[0010] As a preferred technical solution, a hardwired relay interface and a TCMS network interface are provided between the signal system and the vehicle for transmitting three-level control instructions, namely, the effective bit of signal neutral section passing, advance notice of neutral section passing, and forced interruption of neutral section passing. Among them, the hardwired relay interface serves as the control source, and the TCMS network interface serves as the monitoring source.

[0011] As a preferred technical solution, the method sets a pre-disconnection area and a forced interruption area of the signal based on the vehicle magnetic steel position points. The vehicle magnetic steel position points include the first pre-disconnection magnetic steel position point G1, the first forced interruption magnetic steel position point G2, the second forced interruption magnetic steel position point G3, and the second pre-disconnection magnetic steel position point G4.

[0012] The pre-disconnection area is used to trigger the signal "advance notice of neutral section passing" instruction. According to the running direction of the train, the starting point is set at the first pre-disconnection magnetic steel position point G1, and the end point is set at the second pre-disconnection magnetic steel position point G4. That is, when running forward, the starting point is G1 and the end point is G4; when running backward, the starting point is G4 and the end point is G1.

[0013] The forced interruption area is used to trigger the signal "forced interruption of neutral section passing" instruction. According to the running direction of the train, the starting point is set at the first forced interruption magnetic steel position point G2, and the end point is set at the second forced interruption magnetic steel position point G3. That is, when running forward, the starting point is G2 and the end point is G3; when running backward, the starting point is G3 and the end point is G2.

[0014] As a preferred technical solution, the triggering and cancellation times of the control instructions of the effective bit of signal neutral section passing, advance notice of neutral section passing, and forced interruption of neutral section passing are as follows:

[0015] 1) When the signal system health is complete, the train positioning is normal, and the train is in the signal driving mode at the same time, the effective bit of signal neutral section passing is at a high level, otherwise it is at a low level.

[0016] 2) When the train head enters the entrance of the pre-disconnection area, the advance notice of neutral section passing instruction is set to a high level; when the train clears the pre-disconnection area, that is, when the train tail leaves the exit of the pre-disconnection area, the advance notice of neutral section passing instruction is set to a low level.

[0017] 3) When the train's locomotive enters the entrance of the forced disconnection area, the forced disconnection over-phase command is set to high level; when the train clears the forced disconnection area, that is, when the rear of the train leaves the exit of the forced disconnection area, the forced disconnection over-phase command is set to low level;

[0018] 4) When the train clears the forced disconnection area, that is, when the rear of the train leaves the exit of the forced disconnection area, the forced disconnection over-phase command is changed from high level to low level, and the vehicle is regarded as leaving the neutral section; when the train clears the pre-disconnection area, that is, when the rear of the train leaves the exit of the pre-disconnection area, the pre-warning over-phase command is changed from high level to low level, and the vehicle is unconditionally forced to be regarded as leaving the neutral section.

[0019] As a preferred technical solution, the signal driving modes include FAM, CAM, RRM, AM, and CM.

[0020] As a preferred technical solution, this method does not distinguish between the CBTC control level and the backup BM control level.

[0021] As a preferred technical solution, the pre-warning over-phase is a redundancy of the forced disconnection over-phase. The pre-warning over-phase is used for the traction system to unload, and the main circuit breaker is disconnected after a set delay. If the pre-warning signal has been received normally, the vehicle will ignore the subsequent forced disconnection signals received; when the pre-warning over-phase command fails or the vehicle's main circuit breaker has not been disconnected, the vehicle will forcibly disconnect the main circuit breaker when it receives the forced disconnection over-phase command.

[0022] As a preferred technical solution, during the automatic over-phase fusion control process, since the magnet steel vehicle-mounted inductor is set on the middle pantograph vehicle, the train's locomotive needs to continue running a certain distance after passing the magnet steel point to detect the ground magnet steel signal, and the signal over-phase judges whether to enter the neutral section area based on the position of the locomotive. Therefore, in the actual train operation control, the signal over-phase will be enabled prior to the vehicle magnet steel over-phase; if the signal over-phase is invalid, then the magnet steel over-phase will be enabled. This method ensures the redundancy of the automatic over-phase to the greatest extent.

[0023] As a preferred technical solution, the specific process of the automatic over-phase fusion control includes:

[0024] Step S1, when the train's locomotive enters the entrance of the pre-disconnection area, the signal system sends a pre-warning over-phase command to the vehicle. After receiving it, the vehicle unloads the traction system and disconnects the main circuit breaker after a delay;

[0025] Step S2, when the pantograph vehicle of the train passes through the first pre-disconnection magnet steel position point G1, the vehicle does not perform the magnet steel over-phase operation; if the vehicle has not received the pre-warning over-phase command from the signal system or the valid bit of the signal over-phase is lost, it directly performs the magnet steel over-phase;

[0026] Step S3: When the train head enters the entrance of the forced disconnection area, the signal system sends a forced disconnection over-phase command to the vehicle. If the vehicle has received a pre-warning over-phase command and the main circuit breaker has been disconnected, the vehicle will no longer respond to this signal; if the vehicle has received a pre-warning over-phase command but the main circuit breaker has not been disconnected, the vehicle will respond to this signal and forcefully and quickly disconnect the main circuit breaker.

[0027] Step S4: When the pantograph car of the train passes through the first forced disconnection magnet steel position point G2 of the over-phase section, the vehicle does not perform the magnet steel over-phase operation.

[0028] Step S5: When the pantograph car of the train passes through the second forced disconnection magnet steel position point G3 of the out-of-phase section, the vehicle does not perform the magnet steel over-phase operation.

[0029] Step S6: When the train tail clears the exit of the forced disconnection area, the signal system cancels the forced disconnection over-phase command, and the vehicle's TCMS controls the main circuit breaker to close in combination with the rising edge of the network voltage signal.

[0030] Step S7: When the pantograph car of the train passes through the second pre-disconnection magnet steel position point G4 of the out-of-phase section, the vehicle does not perform the magnet steel over-phase operation.

[0031] Step S8: When the train tail clears the exit of the pre-disconnection area, the signal system cancels the pre-warning over-phase command; if the vehicle has detected the cancellation of the forced disconnection over-phase command, the vehicle will no longer respond to this signal; if the vehicle has not detected the cancelled forced disconnection over-phase command, the vehicle closes the main circuit breaker according to the train running distance and in combination with the network voltage change, and one automatic over-phase ends, waiting to enter the next over-phase section.

[0032] As a preferred technical solution, in step S6, canceling the forced disconnection over-phase command means changing the forced disconnection over-phase from high level to low level; in step S8, when the signal system cancels the pre-warning over-phase command, it means changing the pre-warning over-phase from high level to low level.

[0033] As a preferred technical solution, in order to eliminate the positioning error generated during the train running process, a beacon is added near the magnet steel position point.

[0034] As a preferred technical solution, for the over-phase area where trains with different formations run mixed, it is necessary to simultaneously consider eliminating the positioning errors of different vehicle types.

[0035] As a preferred technical solution, for the over-phase area of a train with only one formation, it is only necessary to consider eliminating the positioning error of this vehicle type.

[0036] As a preferred technical solution, for a complete over-phase section, it is necessary to simultaneously consider adding beacons at the forward and reverse positions, and it is necessary to simultaneously consider eliminating the positioning errors of the train head and the train tail.

[0037] According to a second aspect of the present invention, there is provided an electronic device including a memory and a processor. A computer program is stored on the memory, and when the processor executes the program, the method described above is implemented.

[0038] According to a third aspect of the present invention, there is provided a computer-readable storage medium with a computer program stored thereon. When the program is executed by a processor, the method described above is implemented.

[0039] Compared with the prior art, the present invention has the following advantages:

[0040] 1) The present invention makes up for the lack of a complete automatic neutral section passing control that deeply integrates signals and vehicles in the prior art and can meet the automatic neutral section passing requirements in different dimensions.

[0041] 2) The fusion control of the present invention has the characteristics of redundant control. Even if any one of the signal neutral section passing or the magnetic steel neutral section passing fails, it can ensure that the train still has the function of automatic neutral section passing, and maximally ensures the safe and reliable automatic passing of the train through the neutral section.

[0042] 3) The present invention supports the automatic neutral section passing of the train in the forward or reverse direction, and also supports the automatic neutral section passing under the CBTC control level or the fallback downgrade; it is applicable to both conventional CBTC lines and fully automatic operation lines.

[0043] 4) The present invention can also meet the automatic neutral section passing of different formation mixed operation lines without any changes.

[0044] 5) The hardwired relay and TCMS network dual interface method provided by the present invention can maximally ensure the availability of the automatic neutral section passing function and avoid the loss of the signal automatic neutral section passing function caused by the failure of the TCMS network interface.

[0045] 6) The present invention designs the pre-breaking / forcing-breaking regions by reusing the magnetic steel of the vehicle for signals. Without adding new equipment, the overall scheme is simple and efficient, and it is applicable to both the construction of new lines and can meet the requirements of minimizing the impact of the upgrade and transformation of existing lines. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 It is a schematic diagram of the signal pre-breaking region and the forcing-breaking region settings of the present invention;

[0047] Figure 2 It is a flowchart of the fusion control of the train automatic neutral section passing of the present invention;

[0048] Figure 3 It is the beacon layout principle for different formation mixed operation of the present invention, where the T1 vehicle is a 4-formation train and the T2 vehicle is an 8-formation train;

[0049] Figure 4This is the layout of the neutral section beacons for the mixed operation of different formations of the present invention. The beacon positions in the figure are only for illustration, and the actual positions are determined according to the on-site ground equipment layout;

[0050] Figure 5 This is the beacon layout principle for one formation of the present invention, where the T1 car is an 8 - formation train;

[0051] Figure 6 This is the layout of the neutral section beacons for one formation of the present invention. The beacon positions in the figure are only for illustration, and the actual positions are determined according to the on-site ground equipment layout;

[0052] Figure 7 This is the schematic diagram of the signal man - machine interface layout of the present invention. Detailed implementation manners

[0053] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0054] This embodiment provides an automatic neutral - section passing - through fusion control method for urban rail trains. When the train is in the driving mode controlled by the signal system (FAM, CAM, RRM, AM, CM), regardless of whether it is the CBTC control level or the backup BM control level, and regardless of running through the neutral section in the forward or reverse direction, the signal system sends the neutral - section passing - through information to the vehicle, and the vehicle has the ability to pass through the neutral section both by signal and by magnetic steel.

[0055] To implement the signal neutral - section passing - through function, two interfaces, namely a hard - wire relay interface and a TCMS network interface, are simultaneously set between signal vehicles. Each interface transmits three identical level control instructions, namely the signal neutral - section passing - through valid bit, advance notice of neutral - section passing - through, and forced disconnection of neutral - section passing - through. To maximize reliability, the vehicle uses the more reliable hard - wire relay interface as the control source, and the TCMS network interface as the monitoring source, which means that a TCMS network failure will not cause the train to lose the automatic neutral - section passing - through ability.

[0056] To implement the signal neutral - section passing - through function, the pre - disconnection area and the forced - disconnection area of the signal are synchronously set based on the vehicle magnetic steel position, as Figure 1 shown:

[0057] (1) Pre - disconnection area: Used to trigger the signal "advance notice of neutral - section passing - through" instruction. According to the train running direction, the starting point is set at the first pre - disconnection magnetic steel position point G1, and the ending point is set at the second pre - disconnection magnetic steel position point G4. That is, when running forward, the starting point is G1 and the ending point is G4; when running in reverse, the starting point is G4 and the ending point is G1.

[0058] (2) Forced disconnection area: used to trigger the signal "forced disconnection when passing neutral section" instruction. According to the train running direction, the starting point is set at the first forced disconnection magnet position point G2, and the ending point is set at the second forced disconnection magnet position point G3. That is, when running forward, the starting point is G2 and the ending point is G3; when running backward, the starting point is G3 and the ending point is G2.

[0059] Clarify that the valid bit of the signal when passing neutral section, the advance notice when passing neutral section, and the triggering and cancellation times of the forced disconnection when passing neutral section control instruction are respectively:

[0060] (1) Valid bit when passing neutral section: It is necessary to simultaneously meet the conditions that the signal system health is complete, the train positioning is normal, and the train is in the signal driving mode (FAM, CAM, RRM, AM, CM). It does not distinguish between the CBTC control level and the backup BM control level. Only when the valid bit when passing neutral section is at a high level, the vehicle will accept the signal when passing neutral section instruction.

[0061] (2) Advance notice when passing neutral section: When the train head enters the entrance G1 of the pre-disconnection area, the advance notice when passing neutral section instruction is set to a high level; when the train clears the pre-disconnection area, that is, when the train tail leaves the exit G4 of the pre-disconnection area, the advance notice when passing neutral section instruction is set to a low level. The same applies to reverse running.

[0062] (3) Forced disconnection when passing neutral section: When the train head enters the entrance G2 of the forced disconnection area, the forced disconnection when passing neutral section instruction is set to a high level; when the train clears the forced disconnection area, that is, when the train tail leaves the exit G3 of the forced disconnection area, the forced disconnection when passing neutral section instruction is set to a low level. The same applies to reverse running.

[0063] (4) Leaving the neutral section: When the train clears the forced disconnection area, that is, when the train tail leaves the exit of the forced disconnection area, the forced disconnection when passing neutral section instruction is set from a high level to a low level, and the vehicle is regarded as leaving the neutral section; when the train clears the pre-disconnection area, that is, when the train tail leaves the exit of the pre-disconnection area, the advance notice when passing neutral section instruction is set from a high level to a low level, and the vehicle is unconditionally forced to be regarded as leaving the neutral section.

[0064] When the neutral section instruction sent to the vehicle is valid, the vehicle enters the automatic neutral section fusion control process of signal neutral section and vehicle neutral section. The control principle is to select the first detected trigger source during the driving process. There is no priority between the two neutral section control modes, and the principle of first come first served is followed.

[0065] When the signal neutral section is valid, taking the forward running of a train on a certain urban line in Chengdu as an example (the reverse is the same and will not be elaborated), as Figure 2 shown, the specific process of automatic neutral section control is:

[0066] Step S01: At time T1, the train head enters the entrance G1 of the pre-disconnection area, the signal sends the advance notice when passing neutral section instruction to the vehicle, and after receiving it, the vehicle unloads the traction system and disconnects the main circuit breaker after a short delay;

[0067] Step S02: At time T2, when the pantograph car of the train passes the pre-disconnection magnet steel point G1, the vehicle does not perform the magnet steel over-phase separation operation; if the vehicle has not received the pre-warning over-phase separation instruction in step S01 or the valid bit of the signal over-phase separation becomes low level, then perform the magnet steel over-phase separation and directly go to step S09;

[0068] Step S03: At time T3, when the front of the train enters the entrance of the strong disconnection area, the signal sends a strong disconnection over-phase separation instruction to the vehicle. If the vehicle has received the pre-warning over-phase separation instruction in step S01, the vehicle will no longer respond to this signal; if the vehicle has received the pre-warning over-phase separation instruction in step S01 but the main circuit breaker has not been disconnected, the vehicle will respond to this signal and forcefully and quickly disconnect the main circuit breaker;

[0069] Step S04: When the pantograph car of the train passes the strong disconnection magnet steel point G2, the vehicle does not perform the magnet steel over-phase separation operation;

[0070] Step S05: When the pantograph car of the train passes the strong disconnection magnet steel point G3, the vehicle does not perform the magnet steel over-phase separation operation;

[0071] Step S06: When the tail of the train clears the exit of the strong disconnection area, the signal cancels the strong disconnection over-phase separation instruction (high level becomes low level), and the vehicle's TCMS controls the closing of the main circuit breaker in combination with the rising edge of the network voltage signal;

[0072] Step S07: When the pantograph car of the train passes the pre-disconnection magnet steel point G4, the vehicle does not perform the magnet steel over-phase separation operation;

[0073] Step S08: When the tail of the train clears the exit G4 of the pre-disconnection area, the signal cancels the pre-warning over-phase separation instruction (high level becomes low level). If the vehicle has detected the cancellation of the strong disconnection over-phase separation instruction in step S06, the vehicle will no longer respond to this signal; if the vehicle has not detected the cancelled strong disconnection instruction, the vehicle closes the main circuit breaker according to the running distance of the train and in combination with the network voltage change, and one automatic over-phase separation ends, waiting to enter the next phase separation area.

[0074] Step S09: When the train runs to the pre-disconnection magnet steel point G1, the magnet steel vehicle sensor detects the pre-warning magnet steel signal and sends it to the TCMS, and the TCMS forwards the pre-warning over-phase separation instruction to the traction system for unloading, and disconnects the main circuit breaker after a short delay;

[0075] Step S10: When the train runs to the strong disconnection magnet steel point G2, the magnet steel vehicle sensor detects the strong disconnection magnet steel signal and sends it to the TCMS. If the TCMS has normally received the pre-warning over-phase separation instruction in step S09, it will not respond to this signal; if the TCMS has not received the pre-warning over-phase separation instruction in step S09, it will forward the forced signal to the traction system and forcefully disconnect the main circuit breaker after a short delay;

[0076] Step S11: The train runs through the neutral section to the forced demagnetization steel point G3. The on-vehicle inductor of the steel magnet detects the restoration signal and forwards it to the TCMS, and the TCMS controls the main circuit breaker to close.

[0077] Step S12: When the train runs to the pre-demagnetization steel point G4 and the on-vehicle inductor of the steel magnet detects the restoration signal, if the TCMS has normally received the restoration signal in Step S11, it will not respond to this signal; if the TCMS has not received the restoration signal in Step S11, after a short delay, the main circuit breaker will be forced to close, and one automatic neutral section passing is completed, waiting to enter the next neutral section.

[0078] In the above process, when the train enters the neutral section, whether it first uses the signal to pass through the neutral section or the steel magnet to pass through the neutral section, if only the warning signal is received and the forced interruption signal is not received, it does not affect the opening of the main circuit breaker; if only the forced interruption signal is received and the warning signal is not received, it also does not affect the opening of the main circuit breaker.

[0079] In the above process, when the train exits the neutral section, whether it first uses the signal to pass through the neutral section or the steel magnet to pass through the neutral section, if it does not receive the signal to leave the neutral section from the signal or the restoration signal of the vehicle, or the effective bit of the signal passing through the neutral section is lost, the TCMS will consider that it has exited the neutral section after continuously running a certain distance from the received warning signal or forced interruption signal, and then combine with the rising edge of the network voltage to control the main circuit breaker to close.

[0080] In the above process, if the train does not receive any information when entering and exiting the neutral section, it does not have the function of automatic neutral section passing, and at this time, manual neutral section passing is required.

[0081] During the running of the train, a positioning error will continuously accumulate. To improve the train position accuracy and thus improve the control fineness of the signal passing through the neutral section, that is, to trigger the neutral section passing instruction more accurately, beacons need to be added at the vehicle steel magnet position points. As Figure 3 shown are the beacon layout principles for mixed running of different formations of two vehicle types. A common beacon is used at the front of the train, and one beacon is arranged at each end of the train. The final beacon layout in the neutral section area is as Figure 4 shown; as Figure 5 shown are the beacon layout principles for one vehicle type. One beacon is arranged at the front and one at the rear of the train. The final beacon layout in the neutral section area is as Figure 6 shown.

[0082] During the train passing through the neutral section, prompt information is added in area E of the signal man-machine interface as Figure 7 shown, and the prompt content depends on the specific requirements of the line.

[0083] In summary, the present invention provides a method for automatic neutral section merging control of urban rail trains, which makes up for the lack of a complete automatic neutral section control that deeply integrates the signal and vehicle specialties in the prior art, and can meet the automatic neutral section requirements in different dimensions; it can ensure that the train still has the function of automatic neutral section passing even when any one of the signal neutral section passing or the magnetic steel neutral section passing fails, and maximally ensures the safe and reliable automatic passing of the train through the neutral section; it supports the automatic neutral section passing of the train in the forward or reverse direction, and also supports the automatic neutral section passing under the CBTC control level or the fallback downgrade; it is applicable to both conventional CBTC lines and fully automatic operation lines; it can also meet the automatic neutral section passing of different formation mixed operation lines without any changes; the provided dual interface method of signal vehicle hardwired relay and TCMS network can maximally ensure the availability of the automatic neutral section function and avoid the loss of the signal automatic neutral section function caused by the failure of the TCMS network interface; the signal multiplexes the magnetic steel of the vehicle for the design of the pre-breaking / forced-breaking area, without adding new equipment, and the overall scheme is simple and efficient, which is applicable to both the construction of new lines and can meet the requirements of minimizing the impact of the upgrade and transformation of existing lines.

[0084] The above is the introduction of the method embodiment. The following further illustrates the solution of the present invention through the embodiments of the electronic device and the storage medium.

[0085] The embodiment of the present invention also provides an electronic device including a central processing unit (CPU), which can execute various appropriate actions and processes according to the computer program instructions stored in the read-only memory (ROM) or the computer program instructions loaded from the storage unit into the random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM, and RAM are connected to each other through a bus. The input / output (I / O) interface is also connected to the bus.

[0086] Multiple components in the device are connected to the I / O interface, including: an input unit, such as a keyboard, a mouse, etc.; an output unit, such as various types of displays, speakers, etc.; a storage unit, such as a disk, an optical disc, etc.; and a communication unit, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit allows the device to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0087] The processing unit executes the various methods and processes described above, such as the method of the present invention. For example, in some embodiments, the method of the present invention may be implemented as a computer software program tangibly embodied in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed onto the device via the ROM and / or the communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of the method of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the method of the present invention by any other suitable means (e.g., by means of firmware).

[0088] The functions described above herein may be performed, at least in part, by one or more hardware logic components. By way of example, and without limitation, the types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), system on a chip (SOCs), complex programmable logic devices (CPLDs), and the like.

[0089] The program code for implementing the method of the present invention may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general purpose computer, a special purpose computer, or other programmable data processing apparatus, such that the program codes, when executed by the processor or controller, cause the functions / operations specified in the flowchart and / or block diagram to be implemented. The program code may be executed entirely on the machine, partially on the machine, as a stand-alone software package partially on the machine and partially on a remote machine, or entirely on the remote machine or server.

[0090] In the context of the present invention, a machine-readable medium may be a tangible medium that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0091] As described above, it is only the specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention can easily think of various equivalent modifications or substitutions, and these modifications or substitutions should all be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A method for automatic transition fusion control of urban trains, characterized in that: In this method, when the train is in a driving mode controlled by a signal system, regardless of whether it is running forward or backward through a phase separation area, the signal system sends phase separation information to the vehicle, and the vehicle enters an automatic phase separation fusion control process of signal phase separation and magnetic steel phase separation based on the received phase separation information, wherein the two phase separation control modes have no priority and adopt the first-come-first-served principle.

2. According to claim 1, a method for controlling the automatic transition of urban trains is characterized in that: A hard-wire relay interface and a TCMS network interface are set between the signal system and the vehicle for transmitting three level control instructions, namely, signal over-phase effective position, over-phase warning and forced over-phase disconnection; wherein the hard-wire relay interface serves as a control source and the TCMS network interface serves as a monitoring source.

3. According to claim 2, a method for controlling the automatic transition of urban trains is characterized in that: The method sets the pre-break area and the strong break area of ​​the signal based on the vehicle magnetic steel position point, wherein the vehicle magnetic steel position point includes a first pre-break magnetic steel position point G1, a first strong break magnetic steel position point G2, a second strong break magnetic steel position point G3 and a second pre-break magnetic steel position point G4; The pre-break area is used to trigger the signal "pre-announcement of over-phase" instruction. According to the train running direction, the starting point is set at the first pre-break magnetic steel position point G1, and the end point is set at the second pre-break magnetic steel position point G4; The strong breaking area is used to trigger the signal "strong breaking over-phase" instruction. According to the train running direction, the starting point is set at the first strong breaking magnetic steel position point G2, and the end point is set at the second strong breaking magnetic steel position point G3.

4. According to claim 3, a method for controlling the automatic transition of urban trains is characterized in that: The triggering and cancellation timings of the control instructions of the signal over-phase valid position, over-phase warning and forced over-phase disconnection are respectively: 1) If the signal system is healthy and intact, the train positioning is normal, and the train is in the signal driving mode, the signal over-phase valid bit is high level, otherwise it is low level; 2) When the front of the train enters the entrance of the pre-breaking area, the pre-phase over-split instruction is set to a high level; when the train clears the pre-breaking area, that is, when the rear of the train leaves the exit of the pre-breaking area, the pre-phase over-split instruction is set to a low level; 3) When the front of the train enters the entrance of the forced breaking area, the forced breaking over-phase instruction is set to a high level; when the train clears the forced breaking area, that is, when the rear of the train leaves the exit of the forced breaking area, the forced breaking over-phase instruction is set to a low level; 4) When the train clears the forced break area, that is, the rear end of the train leaves the exit of the forced break area, the forced break over-phase instruction is set from high level to low level, and the vehicle is regarded as leaving the phase separation; when the train clears the pre-break area, that is, the rear end of the train leaves the exit of the pre-break area, the pre-phase over-phase instruction is set from high level to low level, and the vehicle is unconditionally regarded as leaving the phase separation.

5. According to claim 4, a method for controlling the automatic transition of urban trains is characterized in that: The signal driving modes include FAM, CAM, RRM, AM and CM.

6. According to claim 4, a method for controlling the automatic transition of urban trains is characterized in that: This method does not distinguish between CBTC control level and backup BM control level.

7. According to claim 2, a method for controlling the automatic transition of urban trains is characterized in that: The predicted over-phase is redundant for the forced over-phase disconnection. The predicted over-phase is used to unload the traction system and disconnect the main circuit breaker after a set delay time. If the predicted signal has been received normally, the vehicle will ignore the subsequent forced disconnection signal; when the predicted over-phase instruction fails or the vehicle's main circuit breaker is not disconnected, the vehicle will be forced to disconnect the main circuit breaker when it receives the forced over-phase disconnection instruction.

8. According to claim 2, a method for controlling the automatic transition of urban trains is characterized by: During the automatic over-phase fusion control process, the signal over-phase will be activated before the vehicle magnetic steel over-phase; if the signal over-phase is invalid, the magnetic steel over-phase will be activated.

9. According to claim 3, a method for controlling the automatic transition of urban trains is characterized in that: The automatic over-phase fusion control process specifically includes: Step S1, the train head enters the entrance of the pre-breaking area, and the signal system sends a pre-phase over-splitting instruction to the vehicle. After receiving the instruction, the vehicle unloads the traction system and disconnects the main circuit breaker after a delay; Step S2, the pantograph of the train passes through the first pre-break magnetic steel position point G1, and the vehicle does not perform the magnetic steel over-phase action; if the vehicle does not receive the pre-announced over-phase instruction of the signal system or the signal over-phase valid bit is lost, the magnetic steel over-phase is directly performed; Step S3, the train head enters the entrance of the forced disconnection area, and the signal system sends a forced disconnection over-phase instruction to the vehicle. If the vehicle has received a pre-announced over-phase instruction and the main circuit breaker has been disconnected, the vehicle will no longer respond to this signal; if the vehicle has received a pre-announced over-phase instruction but the main circuit breaker has not been disconnected, the vehicle will respond to this signal and force the main circuit breaker to be quickly disconnected; Step S4, the pantograph of the train passes through the first strong breaking magnetic steel position point G2 of the phase-in, and the vehicle does not perform the magnetic steel over-phase action; Step S5, the pantograph of the train passes through the second strong magnetic steel breaking position point G3 of the phase separation, and the vehicle does not perform the magnetic steel over-phase separation action; Step S6: The rear of the train clears the exit of the forced disconnection area, the signal system cancels the forced disconnection over-phase instruction, and the vehicle TCMS controls the main circuit breaker to close in combination with the rising edge of the grid voltage signal; Step S7, the pantograph of the train passes through the second pre-break magnetic steel position point G4 of the phase separation, and the vehicle does not perform the magnetic steel over-phase separation action; Step S8, the rear of the train clears the exit of the pre-breaking area, and the signal system cancels the pre-phase over-breaking instruction; if the vehicle has detected the cancellation of the forced over-phase breaking instruction, the vehicle will no longer respond to this signal; if the vehicle has not detected the cancelled forced over-phase breaking instruction, the vehicle will close the main circuit breaker according to the train travel distance and the network voltage change, and the automatic over-phase breaking ends, waiting to enter the next phase separation area.

10. The method for controlling the automatic transition of urban trains according to claim 9, characterized in that: The cancellation of the forced over-phase disconnection instruction in step S6 is to change the forced over-phase disconnection from a high level to a low level; the signal system in step S8 cancels the predicted over-phase disconnection instruction, that is, to change the predicted over-phase disconnection from a high level to a low level.

11. The method for controlling the automatic transition of urban trains according to claim 1, characterized in that: In order to eliminate the positioning error generated during the running of the train, this method adds a beacon near the magnetic steel position point.

12. The method for controlling the automatic transition of urban trains according to claim 11, characterized in that: For the transitional phase area where trains of different marshalings run together, it is necessary to consider eliminating the positioning errors of different types of trains at the same time.

13. The method for controlling the automatic transition of urban trains according to claim 11, characterized in that: For the transition phase area with only one train set, it is only necessary to consider eliminating the positioning error of this type of train.

14. The method for controlling the automatic transition of urban trains according to claim 11, characterized in that: For a complete phase separation zone, it is necessary to consider adding beacons at both the forward and reverse positions, and it is necessary to consider eliminating positioning errors at the front and rear of the vehicle.

15. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 14 is implemented.

16. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 14 is implemented.

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