A method, equipment and medium for train operation management under wet track conditions

Abstract

This invention relates to a train operation management method, equipment, and medium under wet track conditions, including: S1, dividing wet track areas according to track conditions and presetting wet track levels; S2, setting corresponding wet track levels for each wet track area via ATS based on real-time rain and snow conditions; S3, ZC calculating movement authorization 1 for the train based on the track conditions ahead; S4, determining whether there is a prohibited wet track area between the train's position and movement authorization 1; S5, ZC adjusting the train's movement authorization to outside the prohibited wet track area, obtaining movement authorization 2; S6, setting movement authorization 2 equal to movement authorization 1; S7, ZC determining whether the train is a wet track train based on the messages sent by the train; S8, ZC adjusting the train's movement authorization according to the type of movement authorization 2, obtaining movement authorization 3, etc. Compared with the prior art, this invention has advantages such as achieving refined control of train operation.

Description

Technical Field

[0001] This invention relates to train signal control systems, and more particularly to a train operation management method, equipment, and medium under wet track conditions. Background Technology

[0002] Urban rail transit systems frequently encounter extreme weather conditions during operation, such as heavy rain and snow. These extreme weather events make the rail surfaces on elevated and open-air sections smoother, reducing friction and making train wheels more prone to slippage. Furthermore, the reduced friction increases braking distance. Currently, some train control systems address the impact of extreme weather by setting a global rain / snow mode. When this mode is activated, the system requires all trains on the line to reduce speed to ensure safety. However, this method has a wide impact range, affecting train operation on non-elevated and non-open-air sections as well, reducing subway operating efficiency and extending passenger waiting times.

[0003] A search revealed Chinese Patent Publication No. CN120663982A, which discloses a train operation control method and device under severe weather conditions. The method includes: acquiring train slippage information sent by a train automatic protection subsystem or a train control and management system, and determining the track slippage state based on the slippage information; determining a severe weather mode command for the target train based on the track slippage state and weather conditions; and sending the severe weather mode command to the train automatic protection subsystem or train control and management system, wherein the severe weather mode command instructs the target train in the target operating area to enter a severe weather mode. However, this existing patent does not address precise control under rain and snow conditions. Therefore, how to control train movement authorization and operating speed by region and level under rain and snow conditions, thereby achieving refined management of train operation, has become a technical problem that needs to be solved. Summary of the Invention

[0004] The purpose of this invention is to overcome the defects of the prior art and provide a train operation management method, equipment and medium in wet track mode.

[0005] The objective of this invention can be achieved through the following technical solutions: According to a first aspect of the present invention, a train operation management method under wet track mode is provided, the method comprising the following steps: Step S1: Divide the wet rail area according to the line conditions and preset the wet rail level; Step S2: Based on the real-time rain and snow conditions, set the corresponding wet rail level for each wet rail area through ATS, and synchronize the information of the wet rail area to ZC. Step S3: ZC calculates movement authorization 1 for the train based on the track conditions ahead. Step S4: Determine whether there is a wet track area where passage is prohibited between the train position and movement authorization 1. If yes, proceed to step S5; otherwise, proceed to step S6. In step S5, ZC needs to adjust the train's movement authorization to outside the prohibited wet track area, obtain movement authorization 2, and then execute step S7. Step S6: Set Mobile Authorization 2 to equal Mobile Authorization 1, and then proceed to step S7; Step S7: ZC determines whether the train is a wet rail train based on the message sent by the train. If it is, proceed to step S8; otherwise, proceed to step S10. Step S8: ZC adjusts the train's movement authorization according to the type of movement authorization 2 to obtain movement authorization 3, and then executes step S9; Step S9: ZC sends the information that the train is a wet rail train to ATS and executes step S11. Step S10: Mobile authorization 3 equals mobile authorization 2, and then proceed to step S11; In step S11, ZC sends the movement authorization 3 and the information on the wet track areas activated within its range to the train.

[0006] As a preferred technical solution, step S1 specifically includes: Designate the open-air sections of the track as wet track areas and pre-set a wet track classification list. ,…, ,…, }, List of maximum train speeds in wet track mode { , …, ,…, } and list of authorized retraction distances for train movement in wet track mode { , …, ,…, }, where subscript i The higher the value, the higher the corresponding wet rail rating. The higher the level, the better the wet rail rating. This indicates that the current wet track area is not active, and the wet track level is... This indicates that passage is prohibited in the current wet track area. All train movement authorizations should not cross this area. If the train's location information overlaps with this area, ZC will send an invalid movement authorization to the train, causing it to stop.

[0007] As a preferred technical solution, the wet rail grade is positively correlated with the amount of rain or snow. The greater the rainfall or snowfall intensity, the higher the corresponding wet rail grade, the more restrictions on train operation, the lower the train speed, and the greater the train movement authorization retraction distance (because the braking distance of the train increases in rainy or snowy weather, the distance to the train in front is increased by retracting the train movement authorization to ensure driving safety).

[0008] As a preferred technical solution, in step S2, the rainfall or snowfall intensity in each wet rail area may be different, and the dispatcher sets the corresponding wet rail level for each wet rail area according to the amount of rain or snow in each wet rail area.

[0009] As a preferred technical solution, in step S3, the calculation of movement authorization 1 needs to consider the position of the train ahead, the position of the turnout ahead, the track occupancy information ahead, and the prohibited passage area ahead, but does not consider the impact of wet track area on the calculation of train movement authorization.

[0010] As a preferred technical solution, in step S4, if there is a wet track area where passage is prohibited between the train position and the movement authorization 1, the movement authorization 1 needs to be adjusted; otherwise, no adjustment is required.

[0011] As a preferred technical solution, in step S5, the adjusted movement authorization 2 meets the following requirements: there is no intersection between the section formed by the train position and movement authorization 2 and the wet track area where passage is prohibited.

[0012] As a preferred technical solution, in step S7, the train sends a message to ZC weekly to send information on whether the train is in wet track mode.

[0013] As a preferred technical solution, in step S8, the driving interval is increased by shrinking the movement authorization 2, wherein the shrunken movement authorization is denoted as movement authorization 3.

[0014] As a preferred technical solution, in step S9, ZC sends information on whether the train is a wet-rail train to ATS and marks the wet-rail train on the ATS interface, so that the dispatcher can know which trains are affected by rain and snow.

[0015] As a preferred technical solution, step S11 specifically includes: ZC sends the location information of Movement Authorization 3 to the train, instructing the train to use that location as its destination; simultaneously, ZC positions the train to all locations with a wet track grade greater than 3 between Movement Authorization 3. The system sends information about wet rail areas and their corresponding wet rail levels to the train, allowing the train to select the appropriate speed limit configuration based on the wet rail level of the wet rail area to control the vehicle's movement.

[0016] 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.

[0017] 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.

[0018] Compared with the prior art, the present invention has the following advantages: 1) In existing train control systems, when encountering extreme weather, the only way to reduce train speed is to set a rain / snow mode across the entire line, which affects the operation of all trains. However, this invention only divides the open-air track sections into different wet rail zones. The train control system only requires the train to reduce speed when a wet rail zone is activated and the train is in that zone. In other situations, the train can still operate normally, resulting in a smaller impact range and more precise management. 2) This invention presets different wet rail levels based on the intensity of rainfall or snowfall. Dispatchers only need to select the corresponding level based on the amount of rain or snow, and the train control system can automatically complete the graded train operation management under rain or snow conditions. Simultaneously, this invention, combined with vehicle braking performance, presets corresponding maximum operating speeds and authorized retraction distances within each wet rail level. Dispatchers no longer need to rely on experience to judge speed limits under the current rain or snow intensity; the entire process is automatically completed by the configurable train control system, greatly simplifying operation.

[0019] 3) This invention feeds back the information of trains in wet track mode to the ATS, so that the dispatcher can clearly know from the ATS interface which trains are affected by rain and snow, providing the dispatcher with more comprehensive information for train scheduling. Attached Figure Description

[0020] Figure 1 This is a detailed flowchart of the present invention; Figure 2 This is a schematic diagram of Embodiment 1 of the present invention; Figure 3 This is a schematic diagram of Embodiment 2 of the present invention. Detailed Implementation

[0021] 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.

[0022] This invention discloses a train operation management method under wet track conditions, including a message exchange method between a Zone Controller (ZC), a Carbone Controller (CC), and an Automatic Supervision System (ATS); a method for dividing wet track areas and setting wet track levels; and a method for train movement authorization management under wet track conditions. Through these methods, the train control system can control train movement authorization and operating speed by zone and level under rainy or snowy weather, achieving refined management of train operation. While ensuring safety, it maximizes the average speed of trains operating along the entire line, improving subway operating efficiency and shortening passenger waiting times.

[0023] Example 1 like Figure 1 and Figure 2 As shown, B0, ..., B5 are track sections; S1 and S2 are signals. For each track section, its coordinates increase continuously from left to right. For example, the coordinates of the left endpoint of B0 are (B0, 0), and the coordinates of the right endpoint are (B0, length(B0)), where length(B0) represents the length of track section B0.

[0024] The specific process of this embodiment is as follows: Step A: Divide the wet rail area according to the line conditions and preset the wet rail level, then proceed to Step B.

[0025] Specifically, the exposed sections of the track are designated as wet rail areas, resulting in WetRailArea1 and WetRailArea2. WetRailArea1 ranges from (B1, 0) to (B2, length(B2)), and WetRailArea2 ranges from (B4, 0) to (B4, length(B4)). A pre-defined list of wet rail classifications is provided. , …, ,…, }, List of maximum train speeds in wet track mode = { , …, ,…, }, List of authorized retraction distances for train movement in wet track mode = { , …, ,…, The larger the value of the subscript i, the higher the corresponding wet track rating. The higher the level. Among them, the wet track rating... This indicates that the current wet rail area is not active; wet rail level. This indicates that passage is prohibited in the current wet track area.

[0026] Step B: Based on real-time rain and snow conditions, the dispatcher uses the ATS to set the wet rail level of WetRailArea1 to [value missing]. Set the wet rail rating of WetRailArea2 to [value]. Then, synchronize the information of the wet track area to ZC and jump to step C.

[0027] Step C: Excluding the influence of rain and snow, ZC calculates movement authorization 1 for train 1 based on the track conditions ahead of the train, and jumps to step D.

[0028] In this case, without considering the impact of wet track areas on train movement authorization, ZC calculates movement authorization 1 for train 1, with its position being (B5, length(B5)). Figure 2 As shown.

[0029] Step D: For train 1, there is a prohibited wet rail area WetRailArea2 between its train positioning and movement authorization 1, so its movement authorization needs to be adjusted. Proceed to step E.

[0030] Steps E and ZC adjust the movement authorization of train 1 to the outside of WetRailArea2, obtaining movement authorization 2, and then proceed to step G.

[0031] The adjusted position of Mobile Authorization 2 is (B4, 0), as follows: Figure 2 As shown.

[0032] Step G: Since the message sent by train 1 to ZC indicates that it is not in wet rail mode, train 1 is not a wet rail train, so proceed to step J.

[0033] Step J: Since train 1 is not a wet-rail train, the position of movement authorization 3 is the same as the position of movement authorization 2. Proceed to step K.

[0034] Since train 1 is not a wet-rail train, there is no need to adjust the position of the mobile authorization 2.

[0035] Steps K and ZC send the movement authorization 3 and the wet track area information within its range to train 1, and the process ends.

[0036] Specifically, ZC sends the location (B4, 0) corresponding to movement authorization 3 to train 1, instructing train 1 to proceed with that location as its destination. At this point, although the wet rail area WetRailArea1 is within the movement authorization 3 range of train 1, its wet rail rating is... It is in an inactive state, so ZC will not send the WetRailArea1 to train 1.

[0037] Example 2 like Figure 1 and Figure 3 As shown, B0, ..., B5 are track sections; S1 and S2 are signals. For each track section, its coordinates increase continuously from left to right. For example, the coordinates of the left endpoint of B0 are (B0, 0), and the coordinates of the right endpoint are (B0, length(B0)), where length(B0) represents the length of track section B0.

[0038] The specific process of this embodiment is as follows: Step A: Divide the wet rail area according to the line conditions and preset the wet rail level, then proceed to Step B.

[0039] Specifically, the exposed sections of the track are designated as wet rail areas, resulting in WetRailArea1. WetRailArea1 ranges from (B1, 0) to (B2, length(B2)). A pre-defined list of wet rail grades is provided. , …, ,…, }, List of maximum train speeds in wet track mode = { , …, ,…, }, List of authorized retraction distances for train movement in wet track mode = { , …, ,…, The larger the value of the subscript i, the higher the corresponding wet track rating. The higher the level. Among them, the wet track rating... This indicates that the current wet rail area is not active; wet rail level. This indicates that passage is prohibited in the current wet track area.

[0040] Step B: Based on real-time rain and snow conditions, the dispatcher uses the ATS to set the wet rail level of WetRailArea1 to [value missing]. Then, synchronize the information of the wet track area to ZC and jump to step C.

[0041] Step C: Excluding the influence of rain and snow, ZC calculates movement authorization 1 for train 1 based on the track conditions ahead of the train, and jumps to step D.

[0042] In this context, without considering the impact of wet track areas on train movement authorization, ZC calculates movement authorization 1 for train 1, with its location at (B5, L5). Figure 3 As shown.

[0043] Step D: For train 1, there is no prohibited wet track area between its train positioning and movement authorization 1, so there is no need to adjust its movement authorization. Proceed to step F.

[0044] Step F: Since the movement authorization of train 1 does not need to be adjusted, the position of movement authorization 2 is the same as the position of movement authorization 1. Proceed to step G.

[0045] Step G: Since the message sent by train 1 to ZC indicates that it is in wet rail mode, train 1 is a wet rail train, so proceed to step H.

[0046] Step H: Since train 1 is a wet-rail train and its movement authorization 2 is blocked by the train in front, it is necessary to retract and adjust movement authorization 2 to ensure driving safety. The adjusted movement authorization is recorded as movement authorization 3. Jump to step I.

[0047] Among them, based on the preset static configuration and the wet rail rating of WetRailArea1. The retraction distance is determined to be Then the position of the retracted movement authorization 3 is (B4, L4), and the distance between it and movement authorization 2 is... .

[0048] Step I, ZC sends the information that Train 1 is a wet rail train to ATS, which then marks it and jumps to step K.

[0049] Steps K and ZC send the movement authorization 3 and the wet track area information within its range to train 1, and the process ends.

[0050] Specifically, ZC sends the location (B4, L4) corresponding to movement authorization 3 to train 1, instructing train 1 to use this location as its destination. At this time, ZC also needs to provide the WetRailArea1 and its corresponding wet rail classification. , Send to Train 1, instructing Train 1 to operate at the speed limit. run.

[0051] Example 3 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.

[0052] 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.

[0053] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention 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 the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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 train operation management method under wet track conditions, characterized in that, The method includes the following steps: Step S1: Divide the wet rail area according to the line conditions and preset the wet rail level; Step S2: Based on the real-time rain and snow conditions, set the corresponding wet rail level for each wet rail area through ATS, and synchronize the information of the wet rail area to ZC. Step S3: ZC calculates movement authorization 1 for the train based on the track conditions ahead. Step S4: Determine whether there is a wet track area where passage is prohibited between the train position and movement authorization 1. If yes, proceed to step S5; otherwise, proceed to step S6. In step S5, ZC needs to adjust the train's movement authorization to outside the prohibited wet track area, obtain movement authorization 2, and then execute step S7. Step S6: Set Mobile Authorization 2 to equal Mobile Authorization 1, and then proceed to step S7; Step S7: ZC determines whether the train is a wet rail train based on the message sent by the train. If it is, proceed to step S8; otherwise, proceed to step S10. Step S8: ZC adjusts the train's movement authorization according to the type of movement authorization 2 to obtain movement authorization 3, and then executes step S9; Step S9: ZC sends the information that the train is a wet rail train to ATS and executes step S11. Step S10: Mobile authorization 3 equals mobile authorization 2, and then proceed to step S11; Step S11: ZC sends the movement authorization 3 and the information of the wet track area activated within its range to the train; Step S1 specifically includes: Designate the open-air sections of the track as wet track areas and pre-set a wet track classification list. , …, ,…, }, List of maximum train speeds in wet track mode { , …, ,…, } and list of authorized retraction distances for train movement in wet track mode { , …, ,…, }, where subscript i The higher the value, the higher the corresponding wet rail rating. The higher the level, the better the wet rail rating. This indicates that the current wet track area is not active, and the wet track level is... This indicates that passage is currently prohibited in the wet track area; In step S5, the adjusted movement authorization 2 meets the following requirements: there is no intersection between the section formed by the train position and movement authorization 2 and the wet track area where passage is prohibited; In step S8, the driving interval is increased by shrinking the movement authorization 2, and the shrunken movement authorization is denoted as movement authorization 3. Step S11 specifically involves: ZC sends the location information of Movement Authorization 3 to the train, instructing the train to use that location as its destination; simultaneously, ZC positions the train to all locations with a wet track grade greater than 3 between Movement Authorization 3. The system sends information about wet rail areas and their corresponding wet rail levels to the train, allowing the train to select the appropriate speed limit configuration based on the wet rail level of the wet rail area to control the vehicle's movement.

2. The train operation management method under wet track mode according to claim 1, characterized in that, The wet track level is positively correlated with the amount of rain and snow.

3. The train operation management method under wet track mode according to claim 1, characterized in that, In step S2, the dispatcher sets the corresponding wet rail level for each wet rail area based on the amount of rain and snow in each wet rail area.

4. The train operation management method under wet track mode according to claim 1, characterized in that, In step S3, the calculation of movement authorization 1 needs to consider the position of the train ahead, the position of the turnout ahead, the track occupancy information ahead, and the prohibited passage area ahead, but does not consider the impact of wet track area on the calculation of train movement authorization.

5. The train operation management method under wet track mode according to claim 1, characterized in that, In step S4, if there is a wet track area where passage is prohibited between the train position and movement authorization 1, movement authorization 1 needs to be adjusted; otherwise, no adjustment is required.

6. The train operation management method under wet track mode according to claim 1, characterized in that, In step S7, the train sends a message to ZC weekly to indicate whether the train is in wet track mode.

7. The train operation management method under wet track mode according to claim 1, characterized in that, In step S9, ZC sends information on whether the train is a wet rail train to ATS and marks the wet rail train on the ATS interface.

8. 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 7.

9. 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 7.

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