Method and equipment for realizing station front coupling turn-back operation and medium

Abstract

The invention relates to a method and equipment for implementing station-front coupling turn-back operation and a medium, and the method comprises the following steps: firstly, after a coupled train completes passenger clearing operation on a platform, the coupled train automatically moves forwards to the front of a train stop according to a coupled task to be parked and is ready to be coupled; then, after the uncoupled train runs to the platform, stops and completes passenger clearing operation, an uncoupled task is started, and the uncoupled train collides with the coupled train to be coupled; and finally, after the coupling operation is completed, the coupling train automatically turns back and parks, and the door is automatically opened to be put into operation according to the ATS new operation task. Compared with the prior art, the method has the advantages that a full-automatic station coupling turn-back operation scene of passenger clearing after the train arrives at the station, coupling without passengers, automatic alignment and putting into operation is achieved, and the problem of line resource conflict between a coupling operation area and a turn-back area in front of the station is effectively solved.

Description

Technical Field

[0001] This invention relates to rail transit signaling systems, and in particular to a method, equipment, and medium for implementing pre-station coupling and turnaround operations. Background Technology

[0002] Flexible train formation operation addresses the varying passenger flow characteristics at different times or in different sections throughout the day. While ensuring optimal train service frequencies at each time period, it achieves the best coordination between passenger demand and transport capacity by changing the number of train formations online. This rationally optimizes the occupancy rate of trains at different times, solves the problem of wasted transport capacity caused by uneven time distribution, and can improve the operational economy of the rail transit system while ensuring service levels.

[0003] A search of Chinese Patent Publication No. CN116279597A reveals a rail transit operation organization method based on online train coupling and uncoupling. Specifically, it discloses that based on the differences in passenger flow between peak and off-peak hours in urban rail transit, combined with online train coupling and uncoupling technology, the coupling and uncoupling capacity of the track layout is analyzed. Taking into account the passenger flow demand and service level requirements during off-peak hours, the coupling and uncoupling operation requirements of the entire line are calculated, thereby obtaining the number of coupling and uncoupling operation points required for the entire line. By designing corresponding track layout and operation organization schemes, the transition between peak and off-peak hours is reasonably completed, realizing the operation of "N+N" train formations during peak hours and "N" train formations during off-peak hours.

[0004] However, due to limitations in existing line configurations, the length of the track behind some terminal stations on flexible train formation operation lines is limited. Trains need to be coupled and turned around in front of the station. Considering the impact of train coupling collisions, coupling operations without passengers are generally required. Coordinating multiple tasks such as passenger boarding and alighting, coupling, and turning around on the platform while ensuring optimal efficiency is the key to improving the efficiency of flexible train formation operation on certain specific lines. Summary of the Invention

[0005] The purpose of this invention is to overcome the defects of the existing technology mentioned above and provide a method, equipment and medium for pre-station coupling and turnaround operations. It realizes a fully automatic platform coupling and turnaround operation scenario after the train arrives at the station, with passengers cleared, coupling without passengers, automatic alignment and operation, effectively solving the problem of track resource conflict between the coupling operation area and the pre-station turnaround area.

[0006] The objective of this invention can be achieved through the following technical solutions: According to a first aspect of the present invention, a method for implementing pre-station coupling and turnaround operations is provided, the method comprising: First, after the train to be coupled completes the passenger clearing operation at the platform, it automatically moves forward to the front of the stop and stops according to the coupling task, and is ready to be coupled. Then, after the train to be coupled arrives at the platform and stops and completes the passenger clearing operation, the coupling task is started and the train to be coupled is connected. Finally, after the coupling operation is completed, the coupled train automatically turns back and stops in position, and automatically opens its doors to start operation according to the new ATS operation task.

[0007] As a preferred technical solution, after the coupled train stops before the stop, part of its body still overlaps with the platform area. The coupled train actively disconnects from the trackside CI according to the coupled-ready state.

[0008] As a preferred technical solution, the decoupling train establishes communication with the trackside CI only after the coupled train has disconnected from the trackside CI.

[0009] As a preferred technical solution, after the trains are successfully coupled, the coupled trains automatically switch ends according to the coupling and turnaround attributes of the platform.

[0010] As a preferred technical solution, within the platform area with the coupled and turnaround attribute, after successful coupling, the coupled train automatically aligns and stops according to the movement authorization of ZC; and after the coupled train is aligned and stopped, it automatically opens its doors and puts it into operation according to the new operation task of ATS.

[0011] As a preferred technical solution, within the platform area with the coupled train turnaround attribute, after the coupled train changes ends, ZC will not rely on the section route direction to calculate the movement authorization for the coupled train to run to the platform for alignment and parking.

[0012] As a preferred technical solution, the ATS will send new operational tasks to the coupled trains according to the timetable only after the coupled trains have been aligned and stopped.

[0013] As a preferred technical solution, the distance the coupled train travels in the direction of the stop is greater than D. Be_Coupled_Distance D Be_Coupled_Distance = Vehicle length + ATO_Approach_Distance, where ATO_Approach_Distance is the ATO approach distance.

[0014] As a preferred technical solution, this method involves setting up a coupling stop point. After the coupled train has cleared its passengers, it automatically runs to the coupling stop point according to the coupling task and requests coupling readiness from the trackside ZC.

[0015] As a preferred technical solution, the method involves the train entering a coupled-ready state, with the train actively communicating with the trackside CI.

[0016] As a preferred technical solution, this method, through platform attribute design, within the platform area, ZC will calculate the movement authorization to run to the platform for docking and stopping without relying on the section route direction for coupled trains.

[0017] As a preferred technical solution, this method involves setting up a decoupling stop point. After the decoupling train has cleared its passengers, it automatically requests decoupling based on the decoupling task and initiates a collision decoupling operation towards the train to be coupled.

[0018] As a preferred technical solution, if there is a turnout within a range of not less than ATO_Approach_Distance from the parking point to the end of the area, ZC will request turnout locking from the trackside CI. Only after the trackside CI receives a confirmation reply of turnout locking will the movement authorization be extended to the end of the locked area.

[0019] As a preferred technical solution, if there is a turnout within a range of not less than ATO_Approach_Distance from the stopping point to the end of the area, after the train stops accurately and steadily at the platform, ZC sends a cancellation request to CI to lock the turnout.

[0020] 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.

[0021] 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.

[0022] Compared with the prior art, the present invention has the following advantages: 1) This invention makes full use of the limited line conditions to realize a fully automated platform coupling and turnaround operation scenario after the train arrives at the station, with passengers cleared, coupling without passengers, automatic alignment, and operation. It effectively solves the problem of line resource conflict between the coupling operation area and the station turnaround area. 2) By setting the coupling stop point and the decoupling stop point, the onboard CC automatically controls the train to be coupled and to be coupled in the same parking area (platform) according to the coupling task, thereby optimizing the coupling task and the degree of coupling automation. 3) When the train to be coupled is ready, the on-board CC automatically disconnects from the trackside interlocking so that the subsequent train to be coupled can enter the station and control the platform door, ensuring that only one train group communicates with the interlocking and controls the platform door at the same time. 4) After the coupling is successfully completed, ZC calculates the movement authorization for the coupled train to stop precisely at the platform based on the train activation terminal, breaking the traditional method of ZC relying on the interlocking route locking direction to calculate the movement authorization; 5) Through mutual confirmation between CC, ZC and CI, the present invention enables the coupled train to automatically run, align and stop after successful coupling. This replaces the test pull function or manual inspection before passenger loading, further checking the coupler status and improving the efficiency and safety of the coupling operation. Attached Figure Description

[0023] Figure 1 This is a flowchart of the method of the present invention; Figure 2 This is a schematic diagram of the overall scene according to a specific embodiment of the present invention; Figure 3 This is a layout diagram of the trackside equipment according to a specific embodiment of the present invention; Figure 4 This is a schematic diagram of information interaction between various subsystems in a specific embodiment of the present invention. Detailed Implementation

[0024] 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.

[0025] like Figure 1 As shown, the present invention provides a method for implementing pre-station coupling and turnaround operations, the method comprising: Step S1: After the train to be coupled completes the passenger clearing operation at the platform, it automatically moves forward to the front of the stop and stops according to the coupling task, and is ready to be coupled. Step S2: After the train to be coupled arrives at the platform and stops and completes the passenger clearing operation, the coupling task is started and the train to be coupled is connected. Step S3: After the coupling operation is completed, the coupled train automatically turns back and stops in position, and automatically opens its doors to start operation according to the new ATS operation task.

[0026] This invention realizes a fully automated platform coupling and turnaround operation scenario after the train arrives at the station, including passenger clearing, coupling without passengers, automatic alignment, and commissioning. It effectively solves the problem of track resource conflict between the coupling operation area and the station turnaround area.

[0027] When the coupled train stops before the stop, with part of the train body still overlapping with the platform area, the train actively disconnects from the trackside interlocking system based on its coupled-ready status. This ensures that communication with the trackside interlocking system can be established when the train enters the station for coupling, ensuring the uniqueness of the platform door control and improving operational safety.

[0028] The platform is set with a docking and turnaround attribute. After successful docking, the docked train will automatically switch ends and automatically stop at the platform where it intersects with the platform (with docking and turnaround attribute) and is not completely located in the passenger boarding and alighting area. This means that the platform has the physical conditions and operational functions to allow the train to "automatically turn back".

[0029] Within a platform area with interlocking and turnaround attributes, ZC will not consider the route direction from the interlocking system when calculating movement authorization for the train. After successful interlocking, ZC will calculate movement authorization for the interlocked train based solely on the direction of the train's head, without relying on the route direction. The interlocked train will also automatically align and stop based on ZC's movement authorization, without relying on the ATS's task. Only after the interlocked train has aligned and stopped will it automatically open its doors to allow passengers to board and begin operation upon receiving a new operation task from the ATS.

[0030] The coupled train will travel a distance greater than D in the direction of the stop. Be_Coupled_Distance (Train length + ATO_Approach_Distance (ATO approach distance)) to ensure the efficiency of the outgoing coupled train's entry into the station; by setting the coupled train's stopping point, after the coupled train has cleared its passengers, it will automatically run to the coupled train's stopping point according to the coupled task and request the coupled train to be ready for coupling from the trackside; by setting the outgoing coupled train's stopping point, after the outgoing coupled train has cleared its passengers, it will automatically request to be coupled according to the outgoing coupled task and start moving towards the coupled train to collide and couple. To ensure precise stopping of coupled trains in the platform area, if there are turnouts within a range of at least ATO_Approach_Distance from the stopping point to the end of the area, the ZC will request the interlocking to lock the turnouts. Only after the interlocking receives confirmation of the turnout locking will the movement authorization be extended to the end of the locked area. To further ensure precise stopping of coupled trains in the platform area, if there are turnouts within a range of at least ATO_Approach_Distance from the stopping point to the end of the area, after the train has come to a complete stop on the platform, the ZC will send a cancellation request for turnout locking to the interlocking. Only after the ATS receives the instruction that the coupled train has come to a complete stop on the platform will it send a new running task to the train, mitigating the risk of turning back and rushing the route.

[0031] This invention fully utilizes limited line conditions and solves the conflict between passenger clearing, non-passenger coupling, and turnaround at the terminal station in flexible train operation by using technical means. Specific Implementation like Figure 2 As shown, after the passenger is cleared at the platform, the coupled train T1 runs to the front of the stop and is ready to be coupled; after the passenger is cleared at high speed, the outgoing coupled train T2 initiates the outgoing coupled process; after T1 and T2 are successfully coupled, the coupled train automatically aligns and stops, and automatically opens its doors to start operation according to the new ATS operation task.

[0033] like Figure 4 As shown, the pre-station coupling and turnaround process mainly consists of the following steps: Step 1: When the coupled train T1 departs from the previous platform, the ATS automatically runs the daily operation task and the coupled task to the terminal platform. The onboard CC stops precisely at the platform according to the daily operation task and automatically opens the doors to clear passengers. Step 2: After passengers are cleared, T1 will automatically run to the next stop for coupling according to the coupling task and initiate the coupling process. T1 is ready for coupling; the coupling train T2 will closely follow the coupling train into the station. Step 3: After T2 comes to a complete stop on the platform, passengers will be cleared. Step 4: After T2 closes the doors, it requests the decoupling from the trackside ZC according to the decoupling task. The ZC sends the decoupling authorization back to T2, and T2 initiates the decoupling process and starts automatically. Step 5: After successful coupling, the coupled train (T1+T2) will automatically switch T2 to the active train unit and ZC to establish a protective zone when the coupled train runs to the platform for alignment and stopping (requesting switch locking if necessary according to the line configuration) based on the coupling and turnaround attributes of the platform with which it intersects with T2, and will also provide T2 with movement authorization. Step 6: The coupled train (T1+T2) automatically runs to the platform and comes to a complete stop. ZC cancels the protection zone. ATS sends a new operation task to the coupled train according to the operation plan. The coupled train controls the opening of the train doors and puts the train into operation.

[0034] like Figure 3 As shown, a method for pre-station turnaround and coupling operation is provided. The distance between the stopping point of a single-unit train on the platform and the stop should be greater than the length of the single-unit train plus ATO_Approach_Distance. This ensures that the coupled train can automatically stop at the coupled stopping point and that the train going to be coupled can enter the station at high speed and stop.

[0035] like Figure 3 As shown, a method for pre-station turnaround coupling operation is proposed. The distance between the platform's uphill stopping point and the switch or warning mark (if present) should be greater than ATO_Approach_Distance + backward slip distance to avoid locking the switch when the coupled train can automatically align and stop, thus improving the flexibility of pre-station turnaround.

[0036] This invention has been applied to the company's fully autonomous TRANAVI CBTC signaling system (hereinafter referred to as CBTC). The technology has been applied to Jinji Road Station on the Shanghai Chongming Line. Compared with the manual coupling and turnaround at Longyang Road Station on Shanghai Line 16, the entire coupling process has been reduced from 385s (Longyang Road) to 255s (Jinji Road). Under the premise of ensuring safety, it effectively improves the efficiency of flexible train formation operation.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] The processing unit executes the various methods and processes described above, such as methods S1 to S3. For example, in some embodiments, methods S1 to S3 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 S3 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S3 by any other suitable means (e.g., by means of firmware).

[0041] 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.

[0042] 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.

[0043] 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.

[0044] 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 implementing pre-station coupling and turnaround operations, characterized in that, The method includes: First, after the train to be coupled completes the passenger clearing operation at the platform, it automatically moves forward to the front of the stop and stops according to the coupling task, and is ready to be coupled. Then, after the train to be coupled arrives at the platform and stops and completes the passenger clearing operation, the coupling task is started and the train to be coupled is connected. Finally, after the coupling operation is completed, the coupled train automatically turns back and stops in position, and automatically opens its doors to start operation according to the new ATS operation task.

2. The method for implementing pre-station coupling and turnaround operations according to claim 1, characterized in that, After the coupled train stops before the stop, part of its body still overlaps with the platform area. The coupled train actively disconnects from the trackside CI according to the coupled-ready status.

3. The method for implementing pre-station coupling and turnaround operations according to claim 2, characterized in that, The train to be coupled to the trackside CI will only establish communication with the trackside CI after the coupled train has lost communication with the trackside CI.

4. The method for implementing pre-station coupling and turnaround operations according to claim 1, characterized in that, After the trains are successfully coupled, the coupled trains will automatically switch ends according to the coupling and turnaround attributes of the platform.

5. The method for implementing a pre-station coupling and turnaround operation according to claim 4, characterized in that, Within the platform area with the aforementioned coupling and turnaround attribute, after successful coupling, the coupled train automatically aligns and stops according to the ZC's movement authorization; and after the coupled train aligns and stops, it automatically opens its doors and begins operation according to the ATS's new operational task.

6. The method for implementing a pre-station coupling and turnaround operation according to claim 5, characterized in that, Within the platform area with the aforementioned coupling and turnaround attribute, after the coupling train changes ends, ZC will not rely on the section route direction to calculate the movement authorization for the coupling train to run to the platform for alignment and parking.

7. The method for implementing pre-station coupling and turnaround operations according to claim 5, characterized in that, Only after the coupled trains are properly aligned and stopped can the ATS send new operational tasks to the coupled trains according to the timetable.

8. The method for implementing pre-station coupling and turnaround operations according to claim 1, characterized in that, The distance the coupled train travels in the direction of the stop is greater than D. Be_Coupled_Distance D Be_Coupled_Distance = Vehicle length + ATO_Approach_Distance, where ATO_Approach_Distance is the approach distance when ATO precisely stops.

9. The method for implementing a pre-station coupling and turnaround operation according to claim 1, characterized in that, This method involves setting up a stop point for the coupled train. After the coupled train has cleared its passengers, it automatically runs to the stop point according to the coupled task and requests the ZC (Zero-Center) on the trackside to be ready for coupling.

10. The method for implementing a pre-station coupling and turnaround operation according to claim 1, characterized in that, This method involves setting up a decoupling stop point. After the decoupling train has cleared its passengers, it automatically requests decoupling based on the decoupling task and initiates a collision decoupling operation towards the train to be coupled.

11. The method for implementing a pre-station coupling and turnaround operation according to claim 1, characterized in that, If there is a turnout within a range of not less than ATO_Approach_Distance from the platform parking point to the end of the area, ZC will request turnout locking from the trackside CI. Only after the trackside CI receives a confirmation reply of turnout locking will the movement authorization be extended to the end of the locked area.

12. The method for implementing a pre-station coupling and turnaround operation according to claim 1, characterized in that, If there is a turnout within a range of not less than ATO_Approach_Distance from the stopping point to the end of the area, after the train comes to a complete stop at the platform, ZC sends a cancellation request to CI to lock the turnout.

13. 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 12.

14. 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 12.

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