A yard switching operation protection method, device and medium

Abstract

The present application relates to a kind of yard switching operation protection method, equipment and medium, the method comprises the following steps: step S01, train is parked in front of shunting signal, driver selects shunting driving mode and starts at opening speed, after passing through shunting beacon, obtain the state of front shunting signal;Step S02, if shunting signal state is permission state, enter shunting driving mode, and real-time supervision is operated at lower speed than shunting driving mode, authorize train to continue running;Step S03, if shunting signal state is limit state, train is parked by emergency brake, and exit shunting driving mode.Compared with prior art, the present application has improved yard switching operation efficiency and transportation safety, and has the advantages such as reducing equipment installation and construction cost.

Description

Technical Field

[0001] This invention relates to train signal control systems, and more particularly to a method, equipment, and medium for protecting shunting operations within a yard. Background Technology

[0002] Within urban rail transit depots, shunting routes are set up in addition to basic routes for entering and exiting storage tracks to meet operational needs. Currently, the mainstream signaling system—the CBTC system—does not provide protection for shunting routes. When shunting operations are performed via these routes within the depot, drivers manually operate the train in RM or EUM driving modes. When drivers fail to comply with shunting signals, shunting accidents frequently occur, negatively impacting the safe operation of urban rail transit.

[0003] In national railways, dedicated systems are typically installed for shunting protection of locomotives and railcars. These include the Shunting Safety Monitoring System (LKJ) and the Shunting Protection System (STP), which provide limited protection against trains overstepping shunting signal blue lights, reducing the risk and losses associated with such overstepping. However, they cannot absolutely guarantee against overstepping shunting signals from a purely technical perspective. During operation, relevant technical operating regulations must be established, using ground signal displays as operational credentials, and shunting speeds should be minimized (below 25 m / h) to shorten emergency braking distances. These regulations must be strictly and effectively implemented. Adding similar systems to urban rail transit systems would require installing equipment on the vehicles, increasing construction and maintenance costs and resulting in low cost-effectiveness.

[0004] A search of Chinese Patent Publication No. CN216374559U reveals an auxiliary operation device for urban rail transit engineering vehicles. Specifically, it discloses ground equipment and onboard equipment. The ground equipment includes a first response unit and a second response unit. The onboard equipment includes an antenna unit, a response receiving unit, a computing unit, a power control unit, and a display unit. The antenna unit is connected to the response receiving unit, and the response receiving unit and display unit are respectively connected to the computing unit. The power control unit is connected to supply power to the response receiving unit, computing unit, and display unit. This existing patent can accurately obtain the current location information of the engineering vehicle, and also accurately obtain the status of signals and switches, technically reducing the risk of the engineering vehicle overshooting or derailing due to driver misjudgment of signal and switch status. However, this existing patent cannot achieve speed-limited operation monitoring during shunting operations, prevent overshooting of shunting signals, or protection at dead-end lines. Therefore, how to improve the efficiency and transportation safety of shunting operations within the yard, while reducing equipment and labor costs, has become a technical problem that needs to be solved. Summary of the Invention

[0005] The purpose of this invention is to overcome the defects of the prior art by providing a method, equipment and medium for protecting shunting operations in the yard.

[0006] The objective of this invention can be achieved through the following technical solutions:

[0007] According to a first aspect of the present invention, a method for protecting shunting operations within a yard is provided, the method comprising the following steps:

[0008] Step S01: The train stops in front of the shunting signal, the driver selects the shunting driving mode and starts at the opening speed, and obtains the status of the shunting signal ahead after passing the shunting beacon;

[0009] Step S02: If the shunting signal is in the permitted state, enter the shunting driving mode and monitor in real time that the train is running at a speed lower than that in the shunting driving mode, and authorize the train to continue running.

[0010] In step S03, if the shunting signal is in a restricted state, the train will brake to a stop and exit the shunting driving mode.

[0011] As a preferred technical solution, this method sends the status of the shunting signal to the train through the trackside LEU device. In shunting driving mode, if the shunting signal is in a restricted state, the system will immediately trigger emergency braking to stop the train and prevent it from overstepping the shunting signal.

[0012] As a preferred technical solution, this method, in shunting driving mode, reads two consecutive beacons and monitors the train's running distance in real time to ensure that the train stops in front of the end of the dead-end track.

[0013] As a preferred technical solution, for CBTC sections, the onboard controller obtains the turnout position from the trackside area controller, performs real-time positioning, and determines the train direction; at the same time, it obtains the status of the shunting signal through the shunting beacon, monitors the train operation in real time in a point-to-point manner using the shunting signal in shunting driving mode, and performs track end protection on the dead end line.

[0014] As a preferred technical solution, the point-to-point method of the shunting signal specifically involves: the LEU equipment and the shunting beacon processing the status of the shunting signal and sending the trains passing through the shunting beacon to realize point-to-point supervision of the shunting signal.

[0015] As a preferred technical solution, the shunting beacon is specifically arranged as follows:

[0016] A shunting beacon is placed at a distance L1 upstream from the shunting signal, and a shunting advance beacon is placed at a distance L3 from the shunting beacon. By first reading the shunting advance beacon and then reading the shunting beacon, the train's running direction is confirmed to be the direction of the shunting signal.

[0017] As a preferred technical solution, after the train passes the shunting warning beacon, it will enter the shunting pre-positioning state; and only after passing the shunting beacon will the shunting signal status obtained from the shunting beacon be processed.

[0018] As a preferred technical solution, in the shunting driving mode, after the train reads the shunting warning beacon, if it operates at the maximum shunting protection distance L2 and has not yet read the shunting beacon, the train will brake to a stop and exit the shunting driving mode, where L2 is the maximum distance between the shunting warning beacon and the shunting beacon.

[0019] As a preferred technical solution, two consecutive shunting warning beacons and a dead-end beacon are set on the dead-end line. In shunting driving mode, after the train passes the dead-end beacon and the shunting warning beacon in succession, the train will determine the runnable distance from the front to the end of the dead-end line.

[0020] As a preferred technical solution, beacon attributes are defined in the vehicle-mounted electronic map, and the vehicle controller obtains relevant information after passing through beacons with different attributes to monitor train operation.

[0021] As a preferred technical solution, for non-CBTC sections, the on-board controller is out of position. The train obtains the status of the shunting signal through the shunting advance beacon, the dead end beacon and the shunting beacon, and confirms the direction of train operation. In shunting driving mode, the train operation is monitored in real time by the shunting signal in a point-to-point manner, and track end protection is carried out at the dead end.

[0022] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0023] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0024] Compared with the prior art, the present invention has the following advantages:

[0025] 1) In shunting driving mode, the present invention monitors the operating speed in real time, protects against driver overspeeding, and improves the safety of shunting operations in the depot.

[0026] 2) This invention designs a point-type protection system for shunting signals using LEU equipment and beacons, which solves the problem of runaway shunting signal blue light protection in urban rail transit depots and reduces the probability of shunting operation accidents.

[0027] 3) This invention determines the train's direction of travel and the runnable distance to the dead end line by using continuous shunting warning beacons and dead end line beacons, and performs operational protection at the end of the dead end line, thereby improving the safety of shunting operations;

[0028] 4) After the train passes the shunting warning beacon, it will enter the shunting pre-positioning state; only after passing the shunting beacon will the shunting signal status obtained from the shunting beacon be processed; this avoids the train from making an erroneous emergency braking stop when it passes the shunting signal against the direction of the shunting signal and obtains the shunting signal prohibition state, thus further improving safety.

[0029] 5) In the shunting driving mode, the system monitors the train speed but not the displacement. When the train is positioned or out of position, the shunting driving mode can be selected and maintained, thus avoiding the inability of the system to obtain the turnout position and enter the shunting driving mode in non-CBTC sections. Attached Figure Description

[0030] Figure 1 This is a flowchart illustrating the specific process of shunting protection in this invention.

[0031] Figure 2 This is a schematic diagram of the shunting protection principle of the present invention;

[0032] Figure 3 This is a schematic diagram of the shunting protection-beacon layout principle of the present invention;

[0033] Figure 4 This is a schematic diagram of the end-line protection-beacon layout principle of the present invention. Detailed Implementation

[0034] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0035] This invention proposes a method for protecting shunting operations within a rail yard. By adding trackside LEU equipment and a small number of trackside beacons, and utilizing onboard equipment of the CBTC system, shunting driving modes and monitoring operating distances are configured, achieving protection for shunting operations within urban rail transit yards. Onboard CC provides real-time monitoring of shunting operations, ensuring speed limits are maintained, preventing overstepping of shunting signals, and protecting dead-end lines. This improves the efficiency and safety of shunting operations within the yard while reducing equipment and labor costs.

[0036] For CBTC sections, the onboard CC obtains the turnout position from the trackside ZC, enabling the train to locate and determine its direction in real time. The train obtains the status of the shunting signal through the shunting beacon. In shunting driving mode, the train operation is monitored in real time using the shunting signal in a point-to-point manner, and track end protection is carried out at the dead end.

[0037] For non-CBTC yard sections, the on-vehicle CC is in the out-of-position state. The train obtains the status of the shunting signal machine through the shunting advance beacon, the dead-end line beacon, and the shunting beacon, and confirms the train operation direction. In the shunting driving mode, the train operation is supervised in a point mode of the shunting signal machine, and the end-of-track protection is performed at the dead-end line.

[0038] As Figure 1 shown, the method includes:

[0039] Step S1: The train stops in front of the shunting signal machine. The driver starts at the opening speed. After obtaining that the shunting signal machine is in the permitted state, the train enters the shunting driving mode. The system supervises the train to run at a speed lower than the shunting speed, where the shunting speed is defined by the project.

[0040] Steps S2, S3, and S4: After the train sequentially obtains the shunting advance beacon and the shunting beacon, it will supervise the train operation according to the status of the shunting signal machine. When the status of the shunting signal machine permits, the train is authorized to continue running; when the status of the shunting signal machine is restricted, an emergency brake is immediately triggered, and the shunting driving mode is exited.

[0041] As Figure 2 shown, the interlocking system collects the status of the shunting signal machine and sends it to the trackside shunting beacon through the LEU. After the train passes the shunting beacon, it will obtain the status of the trackside shunting signal machine and supervise the train to pass the forward shunting signal machine.

[0042] As Figure 3 shown, a shunting advance beacon and a shunting beacon are respectively arranged upstream of the shunting signal machine, where:

[0043] The distance L1 between the shunting signal machine and the stop point SP > the emergency braking distance at the shunting protection speed + L2, which is used to ensure that when the train obtains that the forward shunting signal machine is in the restricted state through the shunting beacon and triggers an emergency brake to stop, it does not cross the shunting signal machine;

[0044] The distance L2 between the shunting beacon and the beacon antenna at stop >= 1m, which is used to ensure that the train can read the shunting beacon after starting to stop;

[0045] The distance L3 between the shunting advance beacon and the shunting beacon < L1, which is used to determine the release of the train operation. After supervising the train to continue running forward for L3, if the shunting beacon has not been read yet, the train will exit the shunting pre-positioning state and the shunting driving mode;

[0046] In the shunting driving mode, when the train obtains the status of the shunting beacon in the non-shunting pre-positioning state, the system will not consider the status of the shunting signal machine obtained from the shunting beacon, and at the same time, the train exits the shunting pre-positioning state.

[0047] As Figure 4As shown, by deploying two consecutive dead-end line beacons and shunting warning beacons, the train's direction of travel is determined, and the train's travel distance is protected from exceeding a specified distance.

[0048] Shunting warning beacon - distance to the terminal protection signal of the dead end line > D1 (the running distance that the driver controls to stop in front of the dead end signal under shunting supervision speed). When the system supervises the train and it cannot stop before the distance of D1, it will output emergency braking to stop and exit the shunting driving mode.

[0049] When the distance D2 between the dead-end beacon and the shunting warning beacon is greater than the shunting supervision speed, the train can read the minimum distance between two consecutive beacons. By reading the shunting warning beacon and the dead-end beacon in sequence, the train's running direction is determined to be pointing to the dead end, and the dead-end protection is activated.

[0050] After the train passes the shunting advance beacon, it enters the shunting pre-positioning state. The system will monitor the train's running distance and ensure it does not exceed D1. If necessary, the system will control the train to stop by emergency braking.

[0051] This invention proposes to reuse existing onboard equipment of the CBTC system and implement train shunting protection through trackside beacon positioning. The train determines its direction through two consecutive beacons and monitors specific running distances to achieve train protection. It allows for secondary development of the company's CBTC system, enabling real-time monitoring of speed limits, blue light violation protection, and dead-end line protection during shunting operations within the depot. This reduces equipment installation and vehicle modification costs, simplifies the construction process, and improves the efficiency and safety of shunting operations within the depot.

[0052] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.

[0053] This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0054] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0055] The processing unit executes the various methods and processes described above, such as methods S1 to S4. For example, in some embodiments, methods S1 to S4 may be implemented as computer software programs tangibly contained 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 on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of methods S1 to S4 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S4 by any other suitable means (e.g., by means of firmware).

[0056] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0057] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0058] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are 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 machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0059] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for protecting shunting operations within a yard, characterized in that, The method includes the following steps: Step S01: The train stops in front of the shunting signal, the driver selects the shunting driving mode and starts at the opening speed, and obtains the status of the shunting signal ahead after passing the shunting beacon; Step S02: If the shunting signal is in the permitted state, enter the shunting driving mode and monitor in real time that the train is running at a speed lower than that in the shunting driving mode, and authorize the train to continue running. Step S03: If the shunting signal is in a restricted state, the train shall brake to a stop and exit the shunting driving mode. This method sends the status of the shunting signal to the train through the trackside LEU device. In shunting driving mode, if the shunting signal is in a restricted state, the system will immediately trigger emergency braking to stop the train. In shunting driving mode, this method reads two consecutive beacons and monitors the train's running distance in real time to ensure that the train stops in front of the end of the dead end line. For CBTC sections, the onboard controller obtains the turnout position from the trackside area controller, performs real-time positioning, and determines the train direction; at the same time, it obtains the status of the shunting signal through the shunting beacon, monitors the train operation in real time in the shunting driving mode using the shunting signal in a point-to-point manner, and performs track end protection on the dead end line. The point-to-point method for shunting signals specifically involves: LEU equipment and shunting beacons processing the status of shunting signals and sending signals to trains passing through the shunting beacons, thereby achieving point-to-point monitoring of shunting signals; The specific arrangement of the shunting beacons is as follows: A shunting beacon is placed at a distance L1 upstream from the shunting signal, and a shunting advance beacon is placed at a distance L3 from the shunting beacon. By first reading the shunting advance beacon and then reading the shunting beacon, the direction of train operation is confirmed to be the direction of the shunting signal. After passing the shunting warning beacon, the train will enter the shunting pre-positioning state; and only after passing the shunting beacon will the shunting signal status obtained from the shunting beacon be processed. In the shunting driving mode, if the train reads the shunting warning beacon and operates at the maximum shunting protection distance L2, but has not yet read the shunting beacon, the train will brake to a stop and exit the shunting driving mode. Here, L2 is the maximum distance between the shunting warning beacon and the shunting beacon.

2. The method for protecting shunting operations within a yard according to claim 1, characterized in that, Two consecutive shunting warning beacons and a dead-end beacon are set on the dead-end line. In shunting driving mode, after the train passes the dead-end beacon and the shunting warning beacon in succession, the train will determine the runnable distance to the end of the dead-end line.

3. The method for protecting shunting operations within a yard according to claim 1, characterized in that, The beacon attributes are defined in the onboard electronic map, and the onboard controller obtains relevant information after passing through beacons with different attributes to monitor train operation.

4. The method for protecting shunting operations within a yard according to claim 1, characterized in that, For non-CBTC sections, the onboard controller is out of position. The train obtains the status of the shunting signal through the shunting advance beacon, the dead end beacon and the shunting beacon, and confirms the direction of train operation. In shunting driving mode, the train operation is monitored in real time by the shunting signal in a point-to-point manner, and track end protection is carried out at the dead end.

5. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 4.

6. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 4.

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