Positioning method for warning post and signal machine based on railway clearance simulation

Abstract

The application discloses a kind of warning post and signal positioning method based on railway gauge simulation, comprising: S1, user selects control turnout side and signal insertion side and sets outer rail superelevation and superelevation slope rate, determines the minimum safety distance of signal left and right sides to track by signal type selected by user;User determines the effective calculation range of track, selects whether to need to be equipped with rail, whether to insert warning post;S2, obtain the train operation path formed by control track, auxiliary track and affected track, and group;S3, simulate the progress of train along each operation path, and obtain the minimum approach range of allowed signal and warning post on corresponding operation path;S4, determine the layout position of signal and warning post according to the minimum approach range obtained in S3.The method is simple, accurate and practical, and improves the design efficiency.

Description

Technical Field

[0001] This invention relates to the field of railway station layout design, and in particular to a method for locating warning markers and signals based on railway clearance simulation. Background Technology

[0002] In railway station layout design, signals and warning markers are key equipment for guiding train operations within the station. Their rational placement determines the scientific nature of the overall station layout and the safety of train operations. Traditionally, calculations are performed using theoretical formulas. This method considers the tracks directly related to signals and warning markers but neglects indirectly related auxiliary tracks. This leads to difficulties in obtaining reasonable results in complex or extreme situations, requiring intervention from designers, impacting design efficiency, and making it difficult to verify the accuracy of the calculation results. Summary of the Invention

[0003] The purpose of this invention is to provide a method for locating warning markers and signals based on railway clearance simulation, so as to solve the problems of low design efficiency and difficulty in verification in traditional design methods.

[0004] Therefore, the present invention adopts the following technical solution:

[0005] A method for locating warning markers and signals based on railway clearance simulation includes the following steps:

[0006] S1, the user selects the control turnout side and the signal insertion side and sets the outer rail superelevation and superelevation gradient. The signal insertion side is located within the angle area formed by the two turnout sides of the control turnout. The minimum safe distance from the left and right sides of the signal to the track is determined by the signal type selected by the user. The user determines the effective calculation range of the track, selects whether rail matching is required, and whether to insert a warning marker.

[0007] S2, obtain the train running routes formed by the control track, auxiliary track and affected track, and group them, grouping the running routes located on the control track side into one group and the running routes located on the auxiliary track side into another group;

[0008] S3, determine the control positions of the rear, middle, and front of the train body when it reaches the sampling position; using the control positions as a reference, obtain the sweep range formed by the rear, middle, and front of the train body during operation through simulation, forming corresponding polygonal regions; perform union combination processing on the polygonal regions to obtain a comprehensive sweep polygon covering all operating postures of the train on the running route; use the comprehensive sweep polygon as the minimum approach limit on both sides of the train running route, and then obtain the minimum approach range for the insertion of signals and warning markers on the corresponding running route;

[0009] S4. Determine the placement locations of the traffic signals and warning markers based on the minimum approach range obtained from S3.

[0010] The track where the train receiving the signal is located is defined as the control track; the turnout side corresponding to the control track is defined as the control turnout side; the turnout corresponding to the control turnout side is the control turnout; the other turnout side of the control turnout used to form the included angle region mentioned in S1 is the auxiliary turnout side; the track corresponding to the auxiliary turnout side is defined as the auxiliary track; the endpoint of the control turnout side refers to the point where the control turnout side connects to the control track, one end of the control turnout side is the turnout center of the control turnout, and the other end is the endpoint of the control turnout side.

[0011] The effective calculation range of the track in step S1 above is: on the control track, starting from the center of the control turnout, extending to the direction of the control turnout side endpoints within a user-specified length range.

[0012] The affected tracks mentioned in step S2 above include all other tracks connected to the control tracks and auxiliary tracks via turnouts within the effective calculation range of the tracks mentioned in S1.

[0013] The method for determining the control positions of the rear, middle, and front of the car body when the train reaches the sampling position in step S3 above is as follows: Based on the geometric shape of the train's running path, the running path is discretely sampled along the train's running direction according to a preset calculation step length. At each sampling position, the control positions of the rear, middle, and front of the car body when the train reaches the sampling position are determined according to the car body parameters, the signal clearance requirements, and the superelevation and superelevation gradient set by the user in S1.

[0014] In step S3 above, all outer contour points of the comprehensive swept polygon are obtained according to the minimum approach limit, and the outer contour points are connected in sequence to form a contour line, thereby obtaining the minimum approach range for the insertion of the signal corresponding to all running paths.

[0015] In step S3 above, when the user selects to set a warning sign, the clearance requirements of the signal are replaced with the clearance requirements of the warning sign, and the same operation as obtaining the minimum approach range for the permitted signal insertion is performed to obtain the minimum approach range for the permitted warning sign insertion for all running routes.

[0016] The specific operation of step S4 above is as follows:

[0017] Based on the grouping of S2, calculate all intersections formed within the angle region between the two sides of the control turnout corresponding to the minimum proximity range of the two running routes, and determine the intersection point farthest from the center of the control turnout.

[0018] If the user selects not to use rails in S1, the intersection point farthest from the control turnout center is the optimal placement location for the signal or warning beacon.

[0019] If the user selects rail matching in S1, rail matching is performed according to the rail matching parameters and the farthest intersection point using the traditional rail matching method. Under the premise of satisfying the farthest intersection point, the position of the insulating joint on the rail is obtained through the traditional rail matching method. Following the principle that the insulating joint and the signal are set at the same coordinate, the placement position of the signal or warning beacon is calculated, and the positioning work is completed.

[0020] The preset calculation step size in step S3 above is 1m.

[0021] The present invention provides a method for locating warning markers and signals based on railway clearance simulation. This method calculates the placement of signals and warning markers by means of railway clearance simulation and comprehensively considers all affected tracks. It is applicable to the rapid placement of warning markers and various types of signals in railway station layout design.

[0022] Compared with the prior art, the present invention has the following beneficial effects:

[0023] 1. The method of the present invention takes into account the superelevation and superelevation gradient of the track curve segment, highly restores the posture of the train when running on the curve, further ensures the fidelity of the train operation simulation, and improves the accuracy of the calculation results.

[0024] 2. The method of the present invention comprehensively considers the deployment requirements of warning markers and signals under various complex and extreme conditions, takes into account control tracks, auxiliary tracks and all potentially affected tracks, and fully considers the impact of potentially affected train running routes on the placement of signals and warning markers, thereby ensuring the feasibility and scientific nature of the calculation results.

[0025] 3. The method of this invention is simple in steps and logically rigorous. It can be quickly implemented with the help of computer programming, which greatly improves the design efficiency. It is highly practical and versatile, and has great value for promotion and application. It can automatically identify control tracks, auxiliary tracks and other tracks that may be affected, eliminating the process of manual selection, thereby improving the deployment efficiency of warning markers and signals.

[0026] 4. The method of the present invention can intuitively verify the rationality of the layout location, and solves the problems of low design efficiency and difficulty in verification in traditional design methods.

[0027] 5. This invention is applicable to single turnouts, symmetrical turnouts, and cross turnouts, and has wide applicability. Attached Figure Description

[0028] Figure 1 This is a flowchart of the positioning method in an embodiment of the present invention;

[0029] Figure 2 This is a schematic diagram of the turnout and track in an embodiment of the present invention;

[0030] Figure 3 This is a schematic diagram of the track connection method via turnouts in an embodiment of the present invention;

[0031] Figure 4 This is a schematic diagram of train route grouping in an embodiment of the present invention;

[0032] Figure 5 This is a schematic diagram of the polygonal region formed by the sweep range of the vehicle body on a running route in an embodiment of the present invention.

[0033] Figure 6 This is a schematic diagram of the comprehensive swept polygonal region on multiple running paths in an embodiment of the present invention;

[0034] Figure 7 for Figure 6 The diagram shows the outline of the composite swept polygon region.

[0035] in:

[0036] 1. Control turnout; 11. Control turnout side; 12. Auxiliary turnout side; 13. Control turnout side endpoint; 2. Affected turnout; 3. Signal insertion side. Detailed Implementation

[0037] The method of the present invention will be described in detail below with reference to the accompanying drawings and embodiments.

[0038] Example

[0039] like Figures 1-2 As shown, the present invention proposes a method for locating warning markers and signals based on railway clearance simulation, comprising the following steps:

[0040] S1, based on the user's selection and settings, obtains relevant parameters affecting the placement of warning markers and traffic signals, as follows:

[0041] S11, based on user input, determine the control turnout side 11 and signal insertion side 3, where the signal insertion side 3 is selected by the user according to actual needs, which can be the left or right side of the train.

[0042] In this invention, the track where the train receiving the signal is located is defined as the control track; the turnout side corresponding to the control track is defined as control turnout side 11; the turnout where the control turnout side 11 is located is the control turnout 1; the other turnout side of the control turnout 1 used to form the included angle region mentioned in S1 is the auxiliary turnout side 12; and the track corresponding to the auxiliary turnout side 12 is defined as the auxiliary track.

[0043] The control turnout end point 13 refers to the point where the control turnout side 11 connects to the control track. One end of the control turnout side 11 is the turnout center of the control turnout 1, and the other end is the control turnout end point 13. Different turnout models correspond to different turnout side lengths. For example, the SC433 type single turnout has a front turnout side length of 16.756 meters and a rear turnout side length of 19.268 meters; the 5812 type symmetrical turnout has a front turnout side length of 13.839 meters and a rear turnout side length of 15.009 meters; and the CZ2220 type crossover turnout has both a front and rear turnout side length of 21.054 meters.

[0044] If the signal insertion side 3 selected by the user is not within the angle area formed by the two turnout sides of the control turnout 1, the placement position of the signal and warning marker can be calculated using traditional calculation methods.

[0045] The present invention addresses the situation where the signal insertion side 3 is located within the included angle area formed by the two sides of the control turnout 1.

[0046] S12, based on the signal type selected by the user, determines the minimum safe distance from the left and right sides of the signal to the track; the user determines the effective calculation range of the track (on the controlled track, starting from the center of the control turnout 1, extending to the direction of the control turnout edge end point 13, the user-specified length range, generally 200 meters), selects whether rail matching is required, whether to insert a warning marker, and sets the outer rail superelevation and superelevation gradient.

[0047] S2, obtains the train running routes formed by the control track, auxiliary track and affected track, and groups them.

[0048] like Figure 2 As shown, the affected tracks include those passing through turnouts (such as those within the effective calculation range of the tracks described in S1) Figure 2 As shown, in this invention, the turnout is referred to as the affected turnout 2) and all other tracks connected to the control track and the auxiliary track.

[0049] Trains traveling on auxiliary tracks will restrict the placement of signals and warning markers; the affected tracks pass through switches as follows: Figure 3 The connection is shown in the diagram, where the radius of the circular curve is the radius of the guide curve of the corresponding turnout. When a train of a certain length passes through a circular curve, it may be affected by the curve superelevation, and the train will tilt to a certain extent to balance the centrifugal force generated during operation. This tilt will also limit the placement of signals and warning markers.

[0050] Obtain all feasible train routes consisting of the control track, auxiliary tracks, and all affected tracks, and divide them into two groups, such as... Figure 4As shown, the running routes located on the control track side are divided into one group, and the running routes located on the auxiliary track side are divided into another group.

[0051] S3 simulates the train's journey along each operating route to obtain the minimum approach range for signals and warning markers to be inserted along the corresponding operating route. This includes the following steps:

[0052] S31, based on the geometry of the train's running path, the running path is discretely sampled along the train's running direction according to a preset calculation step length (e.g., 1m). At each sampling position, based on the car body parameters, the signal clearance requirements (the minimum distance to the track centerline affected by its own width), and the superelevation and superelevation gradient set by the user in S12, the control positions (coordinates) of the rear, middle, and front of the car body when the train runs to the corresponding position are determined respectively.

[0053] S32, using the control positions of the rear, middle, and front of the car body as a reference, simulate the range swept by the car body as the train gradually moves forward along the train's running path, and obtain the sweeping range formed by the rear, middle, and front of the car body during operation, constituting as follows: Figure 5 The diagram shows a polygonal area formed by the rear, middle, and front of the vehicle body. Different colors represent polygonal areas formed by sweeping across different parts of the vehicle body, and the colors of overlapping areas are composed of two or three colors superimposed.

[0054] S33, perform a union combination process on the polygonal regions formed by the sweeping ranges corresponding to the rear, middle and front of the vehicle body to obtain a comprehensive sweeping polygon that can cover the changes in the outer contour of the train under all operating postures on the running route. Figure 6 The figure shows the combined swept polygon of the three running paths obtained in one embodiment of the present invention.

[0055] S34, using the composite swept polygon as the minimum approach limit formed by the two sides of the train (the left and right sides of the train) on the train's running path, obtain all the outer contour points of the composite swept polygon, and connect the outer contour points in sequence to form a contour line (the left and right sides are a whole). The contour line represents the minimum approach range for signal insertion on the train's running path. Thus, the minimum approach range for signal insertion corresponding to all running paths is obtained, as shown in the following figure. Figure 7 As shown.

[0056] S35, if the user selects to set a warning marker in S12, then the clearance requirement of the signal is replaced with the clearance requirement of the warning marker (two meters), and the same operation as S31~S34 is performed to obtain the minimum approach range for the insertion of the warning marker for all running paths.

[0057] S4. Determine the placement locations of traffic signals and warning markers based on the minimum approach range obtained in S3. The specific operation is as follows:

[0058] Based on the grouping of S2, calculate all intersections formed within the angle area between the two sides of the control turnout 1 corresponding to the minimum approach range of the two running routes, and determine the intersection point farthest from the center of the control turnout 1.

[0059] exist Figure 7 In the embodiment shown, the intersection points formed by the minimum approach ranges corresponding to the two sets of running paths within the angled area formed by the two turnout sides of the control turnout 1 are points A and B, and the intersection point farthest from the turnout center point C of the control turnout 1 is point B.

[0060] If the user selects not to use track in S12, then the intersection point farthest from the turnout center of control turnout 1 is the optimal placement location for the signal or warning marker.

[0061] If the user selects rail matching in S12, rail matching is performed according to the rail matching parameters and the farthest intersection point using the traditional rail matching method. Under the premise of satisfying the farthest intersection point, the position of the insulating joint on the rail is obtained through the traditional rail matching method. Following the principle that the insulating joint and the signal are set at the same coordinate, the placement position of the signal or warning beacon is calculated, and the positioning work is completed.

Claims

1. A method for locating warning markers and signals based on railway clearance simulation, characterized in that, Includes the following steps: S1, the user selects the control turnout side and the signal insertion side and sets the outer rail superelevation and superelevation gradient. The signal insertion side is located within the angle area formed by the two turnout sides of the control turnout. The minimum safe distance from the left and right sides of the signal to the track is determined by the signal type selected by the user. The user determines the effective calculation range of the track, selects whether rail matching is required, and whether to insert a warning marker. S2, obtain the train running routes formed by the control track, auxiliary track and affected track, and group them, grouping the running routes located on the control track side into one group and the running routes located on the auxiliary track side into another group; S3, determine the control positions of the rear, middle, and front of the train body when it reaches the sampling position; using the control positions as a reference, obtain the sweep range formed by the rear, middle, and front of the train body during operation through simulation, forming corresponding polygonal regions; perform union combination processing on the polygonal regions to obtain a comprehensive sweep polygon covering all operating postures of the train on the running route; use the comprehensive sweep polygon as the minimum approach limit on both sides of the train running route, and then obtain the minimum approach range for the insertion of signals and warning markers on the corresponding running route; S4. Determine the placement locations of traffic signals and warning markers based on the minimum approach range obtained in S3. Wherein: the track where the train receiving the signal is located is defined as the control track; the turnout side corresponding to the control track is defined as the control turnout side; the turnout corresponding to the control turnout side is the control turnout; the other turnout side of the control turnout used to form the included angle region described in S1 is the auxiliary turnout side; the track corresponding to the auxiliary turnout side is defined as the auxiliary track; the endpoint of the control turnout side refers to the point where the control turnout side connects to the control track, one end of the control turnout side is the turnout center of the control turnout, and the other end is the endpoint of the control turnout side.

2. The method for locating warning markers and signal controllers according to claim 1, characterized in that, The effective calculation range of the track described in S1 is: on the control track, starting from the center of the control turnout, extending to the end point of the control turnout in the direction specified by the user.

3. The method for locating warning markers and signal controllers according to claim 2, characterized in that, The affected tracks mentioned in S2 include all other tracks connected to the control tracks and auxiliary tracks via turnouts within the effective calculation range of the tracks mentioned in S1.

4. The method for locating warning markers and signal controllers according to claim 3, characterized in that, The method for determining the control positions of the rear, middle, and front of the car body when the train reaches the sampling position in S3 is as follows: Based on the geometric shape of the train's running path, the running path is discretely sampled along the train's running direction according to a preset calculation step size. At each sampling position, the control positions of the rear, middle, and front of the car body when the train reaches the sampling position are determined according to the car body parameters, the signal clearance requirements, and the superelevation and superelevation gradient set by the user in S1.

5. The method for locating warning markers and signal controllers according to claim 4, characterized in that: In S3, all outer contour points of the comprehensive swept polygon are obtained according to the minimum approach limit, and the outer contour points are connected in sequence to form a contour line, thereby obtaining the minimum approach range for the insertion of the signal corresponding to all running paths.

6. The method for locating warning markers and signal controllers according to claim 5, characterized in that: In S3, when the user selects to set a warning sign, the clearance requirements of the signal are replaced with the clearance requirements of the warning sign. The same operation as obtaining the minimum approach range for the permitted signal insertion is performed to obtain the minimum approach range for the permitted warning sign insertion for all running routes.

7. The method for locating warning markers and signal controllers according to claim 6, characterized in that, The specific operation of S4 is as follows: Based on the grouping of S2, calculate all intersections formed within the angle region between the two sides of the control turnout corresponding to the minimum proximity range of the two running routes, and determine the intersection point farthest from the center of the control turnout. If the user selects not to use rails in S1, the intersection point farthest from the control turnout center is the optimal placement location for the signal or warning beacon. If the user selects rail matching in S1, rail matching is performed according to the rail matching parameters and the farthest intersection point using the traditional rail matching method. Under the premise of satisfying the farthest intersection point, the position of the insulating joint on the rail is obtained through the traditional rail matching method. Following the principle that the insulating joint and the signal are set at the same coordinate, the placement position of the signal or warning beacon is calculated, and the positioning work is completed.

8. The method for locating warning markers and signal controllers according to any one of claims 4-7, characterized in that: The preset calculation step size mentioned in S3 is 1m.

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