Train turnaround control method

Abstract

This invention belongs to the field of rail transit technology, and particularly relates to a train turnaround control method. It includes: after a first train obtains turnaround resources according to its travel path, it controls the switch to the reverse position; after controlling the switch to the reverse position, it begins to turn onto the route, clearing the turnaround resources in the area its tail has passed through, gradually releasing the cleared turnaround resources until the first train has completely cleared the movable area in front of the switch; after the first train has completely cleared the movable area in front of the switch, it controls the switch to the fixed position. This invention, by further refining the switch area, fully utilizes and controls the switch resources available to the train, thereby improving train turnaround efficiency.

Description

Technical Field

[0001] This invention belongs to the field of rail transit technology, and in particular relates to a train turnaround control method. Background Technology

[0002] Key performance indicators of urban rail transit train control systems (hereinafter referred to as "train control systems") include mainline tracking capability, turnaround capability, and average travel speed. Mainline tracking capability is usually required to be within 90 seconds, while turnaround capability is usually greater than 90 seconds. Therefore, turnaround capability often becomes a bottleneck for line capacity.

[0003] In a train-to-train communication system, train operation primarily relies on track resources. Instead of using routes as the unit of measurement in traditional signaling systems, it operates on the offset of track areas and logical segments, offering finer granularity compared to traditional signaling systems. Because there are no route interlocking restrictions, trains in the train-to-train communication system can control switches individually, improving resource utilization efficiency. When calculating turnaround capacity, the train operation process can be further refined, improving turnaround tracking efficiency. However, since route commands are executed by the train, reverse routes cannot be executed during train movement. This results in the need to wait for the train to come to a complete stop on the turnaround rail before executing a turnaround route, thus failing to maximize switch utilization.

[0004] Therefore, there is an urgent need for a train turnaround control method to improve the utilization efficiency of turnouts and enhance train turnaround capability. Summary of the Invention

[0005] This invention solves, to at least a certain extent, the above-mentioned technical problems and provides a train turnaround control method. By further refining the turnout area, the resources available to the train are fully utilized and controlled, thereby improving train turnaround efficiency.

[0006] Embodiments of this disclosure provide a train turnaround control method, including: After the first train obtains turnaround resources according to its travel path, it controls the switch to the reverse position. The turnaround track resources include a movable area before the turnout, a movable area after the turnout to reverse position, and a movable area after the turnout to position. These three movable areas are obtained by finely dividing the turnout section using its physical structure. The movable area before the turnout is located between the turnout rail and the turnout tip of the turnout section. The movable area after the turnout to position is located from the turnout tip to the boundary of the movable area after the turnout section. The movable area after the turnout to reverse position is located from the turnout tip to the boundary of the movable area after the turnout section. After the first train controls the switch to the reverse position, it begins to enter the turning route. During the turning route, the first train gradually releases the cleared turning route resources as its rear car clears the turning route resources, until the first train completely clears the movable area in front of the switch. After the first train has completely cleared the movable area in front of the turnout, the control turnout is switched to the fixed position.

[0007] The technical solution provided in this application brings at least the following beneficial effects: by finely dividing the turnout section, and ensuring safety, the first train can activate the turnout in advance during its movement after passing through the movable area in front of the turnout, thereby realizing the parallel operation of turnout operation and train operation, effectively shortening the turnout time, and improving the turnout resource utilization rate and turnout efficiency. In some other embodiments of this application, after the control switch is switched to the positioning position, the first train begins to turn out of the route; In the aforementioned turnout route, when the first train clears the movable area behind the turnout, the first train releases the movable area in front of the turnout.

[0008] The technical solution provided in this application brings at least the following beneficial effects: by releasing the movable area in front of the turnout in a timely manner during the turnout route, conditions are created for the following train to enter the turnout track in advance, while ensuring the safety of the preceding train turning out, thereby improving the utilization rate of turnout resources.

[0009] In other embodiments of this application, when two adjacent trains pass the turnaround track: After the first train releases the train resources in the movable area in front of the switch, the second train controls the switch to switch to the reverse position according to its train path; The first train is the leading train, and the second train is the following train.

[0010] The technical solution provided in this application brings at least the following benefits: by allowing the following train to control the switch to the reverse position and start turning in after the preceding train releases the movable area in front of the switch, the coordinated operation of the preceding and following trains in the turnaround rail area is realized, which effectively shortens the turnaround interval between the preceding and following trains and improves the overall operating capacity of the line.

[0011] In other embodiments of this application, the driving resources further include a reverse side protection area and a positioning side protection area after the fork. The reverse side protection area after the fork is the area between the boundary of the movable area before the fork and the vertical projection point of the warning marker in the direction of the movable area after the fork; the positioning side protection area after the fork is the area between the boundary of the movable area before the fork and the vertical projection point of the warning marker in the direction of the movable area after the fork. The train turnaround control method includes: During the turnout route, after the first train clears the back-end positioning side protection area, the first train releases the train operation resources of the back-end reversing side protection area and the back-end positioning side protection area. The technical solution provided in this application brings at least the following beneficial effects: by releasing the side protection resources in a timely manner after the preceding vehicle has safely passed, it not only ensures lateral safety protection during the turning process of the preceding vehicle, but also avoids excessive occupation of resources and improves resource utilization. In other embodiments of this application, after the first train releases the train resources in the reverse side protection area and the positioning side protection area after the turnout, the second train begins to turn into the route according to its turnout route. The technical solution provided in this application brings at least the following beneficial effects: by allowing the following train to begin turning into the route after the preceding train releases the side protection zone traffic resources, the following train can enter the turnaround rail immediately after the preceding train has completely left the turnout area, which minimizes the turnaround interval between the preceding and following trains and significantly improves the throughput capacity of the turnaround station.

[0012] In other embodiments of this application, the driving resources further include a reverse side protection area behind the fork, which is the area between the boundary of the movable area in front of the fork and the vertical projection point of the warning marker in the direction of the movable area behind the fork. The reverse side protection zone after the fork also includes a preset safety margin, which is a set distance extended in the opposite direction of the first train's turn-in operation, based on the vertical projection point of the warning marker in the direction of the reverse movable zone after the fork.

[0013] The technical solution provided in this application brings at least the following benefits: by introducing a pre-set safety margin for turning in into the reverse side protection zone after the turnout, an additional safety redundancy is provided for the turning-in route, effectively dealing with uncertainties such as train positioning error and axle counting error, and further improving the safety of turning-in operations.

[0014] In other embodiments of this application, the driving resources further include a rear-side positioning and protection area, which is the area between the boundary of the movable area in front of the fork and the vertical projection point of the warning marker in the direction of the movable area in front of the fork. The back-end positioning side protection area also includes a preset safety margin, which is a set distance extended from the vertical projection point of the warning marker in the direction of the back-end positioning movable area towards the direction of the first train's folding out running direction. The technical solution provided in this application brings at least the following benefits: by introducing a pre-set safety margin for turning out in the positioning side protection area after the turnout, an additional safety redundancy is provided for the turning out route, effectively dealing with uncertainties such as train positioning error and runaway risk, and further improving the safety of turning-out operations. In other embodiments of this application, the reverse side protection zone after the fork also includes a turning-in train tilt distance, which is the distance extended in the opposite direction of the first train's turning-in operation, based on the vertical projection point of the warning marker in the direction of the reverse movable zone after the fork. Where D1 is the horizontal projection distance of the train on the slope, H is the height of the train, and i1 is the slope angle. The technical solution provided in this application brings at least the following beneficial effects: by introducing the tilt distance of the turning train into the reverse side protection area after the turnout, the slope of the side protection area is corrected, which effectively prevents the train stopped on the slope from slipping into the safety limit, and further improves the safety of the turnaround operation under complex track conditions. In other embodiments of this application, the post-switcher positioning side protection area further includes a train tilt distance, which is the distance extended from the vertical projection point of the warning marker in the direction of the post-switcher positioning movable area towards the first train's turning-out running direction; the train tilt distance Where D2 is the horizontal projection distance of the train on the slope, H is the height of the train, and i2 is the slope angle.

[0015] The technical solution provided in this application brings at least the following benefits: by introducing the tilt distance of the turnout train in the positioning side protection area after the turnout, the slope of the side protection area is corrected, which effectively prevents the train stopped on the slope from slipping into the safety limit, and further improves the safety of turnaround operations under complex track conditions.

[0016] A second aspect of the present disclosure provides a computer program product comprising: computer program code, which, when executed on a computer, causes the computer to perform the train turnaround control method of the first aspect described above.

[0017] A third aspect of the present disclosure provides a computer-readable storage medium storing computer program code that is executed by one or more processors, such that when the computer program code is run on a processor, an apparatus including the one or more processors performs the train turnaround control method of the first aspect described above.

[0018] A fourth aspect of the present disclosure provides a chip system including a processor for calling a computer program or computer instructions stored in a memory to cause the processor to execute the train turnaround control method of the first aspect described above.

[0019] A fifth aspect of this disclosure provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it causes the electronic device to implement the train turnaround control method of the first aspect.

[0020] A sixth aspect of the present disclosure provides a rail vehicle, the rail vehicle comprising the computer program product described in the second aspect above, or the computer-readable storage medium described in the third aspect above, or the chip system described in the fourth aspect above, or the electronic device described in the fifth aspect above.

[0021] Compared with the prior art, the present invention has the following beneficial effects: (1) By finely dividing the turnout section into the movable area before the turnout, the movable area after the turnout to reverse position and the movable area after the turnout to position, and by gradually releasing the cleared resources as the tail of the train clears the turnout during the turnout route until the movable area before the turnout is cleared, the turnout is controlled to switch to position, thus realizing the parallel operation of turnout switching and train operation. (2) By enabling the preceding train to release the occupied resources in a timely manner after completing the turnaround route, excessive resource occupation is avoided, and conditions are created for the following train to enter the turnaround track in advance. Under the premise of ensuring safety, the efficient connection between the preceding and following trains in the turnaround track area is achieved, further shortening the turnaround interval and improving the overall operational capacity of the line.

[0022] The above description is merely an overview of the technical solution disclosed herein. In order to better understand the technical means of this disclosure and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this disclosure more apparent and understandable, specific embodiments of this disclosure are described below. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of the train turnout area structure according to an embodiment of this application; Figure 2 This is a flowchart of the train turnaround control method according to an embodiment of this application; Figure 3 This is a diagram showing the occupancy status of the first train's traffic resources after it exits the turnout and enters the movable area in the reverse position, according to an embodiment of this application. Figure 4 This is a schematic diagram of the location of interference points during the train turnaround process in an embodiment of this application. Figure 1 ; Figure 5 This is a schematic diagram of the location of interference points during the train turnaround process in an embodiment of this application. Figure 2 ; Figure 6 This is a schematic diagram of the turning-in train distance for trains operating on a slope according to an embodiment of this application; Figure 7 This is a schematic diagram of the train turning out of the ramp in an embodiment of this application; Figure 8 This is a schematic diagram of the structure of the rail vehicle according to an embodiment of this application; In the above figures, 200. Rail vehicle; 201. Memory; 202. Processor; 203. Computer program. Detailed Implementation

[0025] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0026] The prefixes such as "first" and "second" used in this application embodiment are merely for distinguishing different descriptive objects and do not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes used to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is given in the claims or the context of the embodiments, and should not constitute unnecessary restrictions due to the use of such prefixes. Furthermore, in the description of this embodiment, unless otherwise stated, "multiple" means two or more.

[0027] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B; the term "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone.

[0028] In the embodiments provided in this application, it should be understood that the disclosed systems and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0029] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0030] In traditional signaling systems, turnaround capacity is often calculated on a route-by-route basis, regardless of whether a route is cleared or not, regardless of the train's direction of travel. This allows the onboard controller to quickly eliminate turnaround routes after the train has cleared the turnaround section, combining the time spent on the turnaround rail with the time spent arranging routes, thus improving efficiency. However, because the turnaround route can only be arranged after the turnaround section is cleared, the control range is not precise enough, which in turn affects turnaround efficiency.

[0031] In train-to-train communication systems, routes are no longer the unit of measurement. For example, Chinese patent CN116001854 discloses a train turnaround control method that divides the turnout area into three parts: the turnout front area, the turnout rear positioning area, and the turnout reversal area. Once the preceding train has cleared the turnout positioning area, the turnout can be controlled to process the turnaround route.

[0032] However, in the existing technical solutions described above, the turnout itself remains a resource that requires exclusive control, and its control logic is serial. When the preceding train passes through the turnout onto the reversing track, the preceding train holds control of the turnout. At this time, the turnout is locked, and the direction is fixed in the reverse position (when heading towards the reversing track). To ensure safety, the train control system is usually designed to only safely switch the running direction or handle the opposite route when the train is stopped or at zero speed. Handling the reverse route while in motion is logically complex and risky, and is easily judged as a conflict. Therefore, while the preceding train is still sliding forward on the reversing track, although it has left the turnout, because the train is still moving, its onboard system cannot immediately issue a command to switch the turnout to the correct position. Therefore, the preceding train must come to a complete stop on the reversing track before it can handle the switch switching. During this process, the train goes from passing through the switch to coming to a complete stop (which can take up to ten seconds). Although the switch is idle, these precious few seconds are wasted because the train cannot issue a reverse command while it is in motion. As a result, the utilization rate of the switch is not improved.

[0033] To address the above-mentioned shortcomings, this invention provides a train turnaround control method. By further refining the turnout area and using train operation resources as the operational carrier, it optimizes the selection of interference points and improves train turnaround efficiency through full utilization and control of the turnout resources available to the train. The specific embodiments of this invention will be described in detail below with reference to the accompanying drawings.

[0034] The first aspect of this disclosure discloses a train turnaround control method, which is illustrated using a typical post-station turnaround scenario in urban rail transit as an example. Figure 1 As shown, the turnaround platform is located between the downline and the upline tracks, with the turnaround rail located behind the platform. The first train enters the turnaround rail from the downline (arrival platform) via the reverse switch, completes passenger disembarkation, and then exits the turnaround rail via the switch back to the upline (departure platform), thus achieving a change in train direction. Figure 2 As shown, the train turnaround control method includes: S01: After the first train obtains turnaround resources according to its travel path, it controls the turnout to switch to the reverse position; The turnaround track resources include the movable area before the turnout, the movable area after the turnout to reverse position, and the movable area after the turnout to position. The movable area before the turnout is the area between the turnout tip and the turnout section. The movable area after the turnout to position is the area from the turnout tip to the boundary of the movable area after the turnout section. The movable area after the turnout to reverse position is the area from the turnout tip to the boundary of the movable area after the turnout section.

[0035] Specifically, such as Figure 1 As shown, in this embodiment of the invention, the turnout section is finely divided using the physical structure of the turnout section to obtain the following turnaround train resources: Movable area AH before the turnout: The area between the turnout tip A of the turnout section and the turnout section. This area is the necessary path for trains to enter the turnout section and is also the throat section that trains must pass through when turning out.

[0036] Reversible movable area AC after turnout: The area located between the turnout tip A and the boundary C of the reverse area after turnout in the turnout section. This area corresponds to the reverse direction of the turnout, that is, the lateral path traveled by the train when turning from the main line to the turnaround rail.

[0037] The movable positioning area AB after the turnout: This area is located between the turnout tip A and the boundary B of the positioning area after the turnout in the turnout section. This area corresponds to the positioning direction of the turnout, that is, the straight path that the train travels when returning to the main line from the turnaround rail.

[0038] The first train, based on its travel route, requests turnaround resources from the ground resource management unit. The ground resource management unit responds to the request, locking the movable area AH before the turnout and the movable area AC after the turnout for the first train's exclusive use, while reserving the movable area AB after the turnout for subsequent turnout use.

[0039] After the first train obtains turnaround resources, it sends a switch reversal command to the ground resource management unit. The ground resource management unit responds to the command, controlling the switch machine to switch the switch to the reverse position, thus opening a lateral path from the main line to the turnaround rail. Once the switch is locked in the reverse position, the first train is permitted to pass through the switch area.

[0040] S02: After the first train controls the switch to the reverse position, it begins to turn into the route. The first train clears the turnaround traffic resources in the area where the tail of the train passes, and gradually releases the cleared turnaround traffic resources until the first train completely clears the movable area in front of the switch.

[0041] Specifically, after the first train is cleared to pass through the turnout area, it begins to turn onto the route. The train departs from the downline and travels forward along the track. Its locomotive first enters the rear turnout movable area AC and proceeds along the lateral path towards the turnout point A. After the locomotive passes turnout point A, it enters the front turnout movable area AH and continues traveling towards the turnaround rail.

[0042] As the train moves forward, its rear end gradually clears the turnaround resources in the area it has already passed. The first train then releases the train from the area where its rear end has already cleared.

[0043] It should be noted that release means that the train releases its exclusive occupation of a specific train operation resource, returns control of the resource to the ground resource management unit, and makes the resource available again so that it can be allocated to other trains.

[0044] For example, when the rear of the first train exits a certain sub-section of the reverse movable area AC after clearing the turnout, the section is immediately released. The status of the released section changes from "occupied" to "free", and it can be used by other trains. This release process continues until the first train completely exits the movable area AH before clearing the turnout.

[0045] In traditional interlocking systems, the entire turnout section is treated as a single resource. Even if a train has cleared part of the area, that area cannot be used by other trains. However, in this invention, each sub-area cleared by the rear of the train is immediately released. Taking the reverse movable area AC after the turnout as an example, this area is released immediately after the rear of the train clears it, allowing subsequent trains to apply for and use it in advance without waiting for the preceding train to completely clear the entire turnout section. This significantly reduces the time the turnout resource is occupied and greatly improves resource utilization.

[0046] S03: After the first train has completely cleared the movable area in front of the turnout, control the turnout to switch to the fixed position.

[0047] When the rear of the first train has completely cleared the movable area AH before the turnout, it means that the first train has completely passed through the turnout area, its front has entered the turnaround rail, and its rear has left the turnout core area.

[0048] like Figure 3 As shown, at this time, the turnaround resources occupied by the first train ( Figure 3 (As shown by the thick blue line) is the turnaround rail and the movable area AH before the turnout. The first train no longer releases the movable area AH before the turnout as it is cleared. The movable area AH before the turnout is still occupied by the first train, meaning that the first train has control over the movable area AH before the turnout and can control the turnout operation.

[0049] The first train controls the switch to position, preparing for the subsequent turnout route.

[0050] The first train continues forward along the turnaround track until it reaches the stopping point at the end of the turnaround track. During this process, the first train completes passenger disembarkation and performs a changeover operation, switching the driving direction from forward to backward to prepare for the turnaround route.

[0051] After the first train changes direction, it begins to take a turnaround route. Starting from the turnaround rail, the train first enters the movable area AH before the turnout. Since the turnout is already in position, the open path is a straight line from the turnaround rail to the main line, and the train can pass directly through the turnout area.

[0052] In traditional systems, trains can only exit the route and switch points after the turnaround rail has come to a complete stop, with the turnaround switching time being entirely spent waiting. However, in the technical solution of this invention, the turnaround is switched to the position while the train is still sliding on the turnaround rail after exiting the movable area AH before the turnaround, so that the turnaround switching time overlaps with the train's sliding time.

[0053] In this technical solution, the turnout is switched to its fixed position after the movable area AH before the turnout is cleared. This condition ensures safety while improving efficiency. The movable area AH before the turnout is the throat section of the turnout. When the train clears this area, it means that the train has completely passed through the core area of ​​the turnout. At this time, switching the turnout will not cause any conflict with the train body.

[0054] Compared to existing technologies that require waiting for the train to come to a complete stop on the turnaround track before switching points, or switching points prematurely at inappropriate locations, this invention achieves both advance switch operation and ensures no physical interference risk between the train and the switch during switching through the safety boundary of the movable area AH before clearing the switch. Furthermore, because the train maintains resource lock on the movable area AH before clearing the switch, other trains cannot enter this area, completely avoiding the safety risks of rear-end collisions or side collisions.

[0055] In other embodiments of this application, the train turnaround control method further includes: After the control switch is switched to the correct position, the first train begins to turn out of the route; When the first train has completely cleared the turnout and is positioned in the movable area, the first train releases the driving resources in the movable area in front of the turnout.

[0056] Specifically, after the control switch is switched to the positioning position, the first train begins to turn out of the route. At this time, the first train is located on the turnaround rail, and its running direction is opposite to that when turning into the route. The first train departs from the turnaround rail, passes through the movable area AH before the switch, and travels to the movable area AB after the switch to complete the turnaround departure.

[0057] In a turnout route, when the rear of the first train exits the turnout and is positioned in the movable area AB, it means that the first train has completely left the turnout area and no longer needs to occupy the movable area AH in front of the turnout. At this time, the first train releases the train operation resources in the movable area AH in front of the turnout, making the resources in this area available for subsequent trains to apply for use.

[0058] The technical solution of this application releases the train operation resources of the movable area AH in front of the turnout when the first train exits the turnout and positions the movable area AB. This allows the resources formed by the movable area AH in front of the turnout to be released in a timely manner for use by subsequent trains. While ensuring the safety of the first train exiting the turnout, it improves the utilization rate of turnout resources and creates conditions for subsequent trains to enter the turnaround track in advance.

[0059] In other embodiments of this application, the train turnaround control method includes: When two adjacent trains pass the aforementioned turnaround track: After the first train releases the movable area in front of the switch, the second train controls the switch to the reverse position according to its travel path; The first train is the leading train, and the second train is the following train.

[0060] Specifically, the first and second trains are two adjacent trains that pass through the turnaround track, with the first train being the lead train and the second train being the follow train. After the lead train completes the turnaround route and releases the AH (Area of ​​Time) train resources in the movable area before the turnout, the critical resources in the turnout area are now idle.

[0061] At this point, the second train, based on its own travel path, requests turnaround resources from the ground resource management unit and controls the switch to the reverse position to prepare for the turnaround route. Since the first train has already released the AH travel resources in the movable area before the switch, the second train can operate the switch in advance to prepare for the turnaround route, achieving efficient connection between the two trains in the turnaround rail area.

[0062] The technical solution of this application allows the following train to control the turnout to switch to the reverse position and start turning in after the first train releases the AH train operation resources in the movable area before the turnout. This enables the coordinated operation of the front and rear trains in the turnout rail area, effectively shortens the turnout interval between the front and rear trains, and improves the overall operating capacity of the line.

[0063] In other embodiments of this application, the train resources further include a reverse side protection area and a positioning side protection area after the fork. The reverse side protection area after the fork is the area between the boundary of the movable area before the fork and the vertical projection point of the warning marker in the direction of the movable area after the fork; the positioning side protection area after the fork is the area between the boundary of the movable area before the fork and the vertical projection point of the warning marker in the direction of the movable area after the fork.

[0064] Train turnaround control methods also include: During the turnout route, after the first train exits the turnout and is positioned in the side protection area, the first train releases the train operation resources in the turnout reverse side protection area and the turnout positioning side protection area.

[0065] like Figure 1As shown, a safety boundary marker is a marker on a railway line, located at a specific position in the area enclosed by the main track and the siding. The basic function of the safety boundary marker is to define the safety boundary of two intersecting tracks. When a train is stopped on one track, its rear end must not exceed the safety boundary marker; otherwise, it will encroach on the clearance of the other track, potentially causing a side collision with a train traveling on the other track. The placement of the safety boundary marker ensures a safe distance between trains on two intersecting tracks in the turnout area.

[0066] The vertical projection point D of the warning marker in the AC direction of the reverse movable area behind the turnout marks the safety limit on the lateral line; the vertical projection point E of the warning marker in the AB direction of the positioning movable area behind the turnout marks the safety limit on the main line.

[0067] The reverse side protection zone after the fork is the area from the boundary H of the movable area before the fork to the vertical projection point D of the warning marker in the AC direction (lateral line direction) of the movable area after the fork, i.e. Figure 1 The area defined by HD.

[0068] The positioning and side protection zone after the fork is the area from the boundary of the movable area H before the fork to the vertical projection point E of the warning marker in the direction AB (downward main line direction) of the movable area after the fork, i.e. Figure 1 The region defined by HE.

[0069] When the first train is turning in and out of the turnaround route, the reverse side protection area HD and the positioning side protection area HE after the turnaround are included in the turnaround operation resources for management. This can effectively prevent other trains from entering from the side and ensure the safety of the turnaround operation.

[0070] After the first train begins to turn out of the track, it travels from the turnaround rail through the movable area AH before the turnout to the movable positioning area AB after the turnout. During the turnout process, the positioning side protection area HE and the reversing side protection area HD after the turnout are always occupied by the first train to prevent other trains from entering the turnout area from the main line or the side and causing a side collision with the first train that is turning out.

[0071] When the rear of the first train exits the switch and reaches the designated side protection zone (HE), it means that the first train has completely left the switch area and its associated safety protection zone, and no longer needs the protection of the side protection zone. At this time, the first train releases the switch-back reverse side protection zone and the switch-back designated side protection zone, making these side protection resources available for use by other trains.

[0072] This technical solution provides a safety protection boundary for train turnaround operations by adding a reverse side protection zone (HD) and a positioning side protection zone (HE) to the turnaround traffic resources. This effectively prevents lateral collisions and improves the safety of turnaround operations. Furthermore, by releasing the reverse side protection zone (HD) and the positioning side protection zone (HE) after the first train has cleared the positioning side protection zone (HE) during the turnaround route, the side protection resources are released promptly after the first train has safely passed. This ensures lateral safety protection during the first train's turnaround process while avoiding excessive resource occupation and improving resource utilization.

[0073] In other embodiments of this application, the train turnaround control method further includes: After the first train releases the train resources in the reverse side protection area and the positioning side protection area after the turnout, the second train begins to turn into the route according to its turnout route.

[0074] Specifically, after the first train releases the train resources in the reverse side protection zone (HD) and the positioning side protection zone (HE) after the turnout, it means that the turnout area and its side protection zone are completely free and there is no risk of conflict with the first train.

[0075] At this point, the second train begins to turn onto the turnaround route according to its turnaround path. The second train controls the switch to the reverse position, and then travels along the reverse movable area AC behind the switch to the movable area AH in front of the switch, entering the turnaround rail. Since the first train has released all relevant resources, the second train can safely enter the turnaround rail, achieving seamless connection between the two trains in the turnaround rail area.

[0076] The technical solution of this application allows the second train to begin turning into the route after the first train releases the side protection zone, enabling the second train to enter the turnaround rail immediately after the first train has completely left the turnout area. This minimizes the turnaround interval between the front and rear trains and significantly improves the throughput capacity of the turnaround station.

[0077] In other embodiments of this application, the driving resources also include a reverse side protection area after the fork, which is the area between the boundary of the movable area before the fork and the vertical projection point of the warning marker in the direction of the movable area after the fork. The reverse side protection zone after the turnout also includes a preset safety margin, which is a set distance extended in the opposite direction of the first train's turnout operation, based on the vertical projection point of the warning marker in the direction of the reverse movable zone after the turnout.

[0078] Specifically, when determining the boundary of the reverse side protection zone after the turnout, the vertical projection point D of the warning marker is not used as the endpoint. Instead, an additional distance is extended from projection point D along the direction away from the turnout tip A (i.e., the opposite direction of the turn-in route) as a preset safety margin for the turn-in. This additional extension distance can be set according to actual engineering needs, such as based on factors like train positioning accuracy, axle counting system detection error, and signal system response delay. Figure 1 The HF area shown is the reverse side protection area after the preset safety margin is added.

[0079] This invention introduces a pre-set safety margin for turning around, making the side protection area larger than the traditional warning marker boundary, thus providing more comprehensive safety protection for the turning route. It effectively addresses uncertainties such as train positioning errors and axle counting errors, further improving the safety of turnaround operations.

[0080] In other embodiments of this application, the driving resources also include a rear-side positioning and protection area, which is the area between the boundary of the movable area in front of the turnout and the vertical projection point of the warning marker in the direction of the movable area in the rear-side positioning area. The positioning side protection area after the turnout also includes a preset safety margin, which is a set distance extended from the vertical projection point of the warning marker in the direction of the movable area after the turnout towards the direction of the first train's turnout.

[0081] Specifically, when determining the boundary of the positioning side protection zone after the turnout, the vertical projection point E of the warning marker is not used as the endpoint. Instead, an additional distance is extended from projection point E along the direction away from the turnout tip A (i.e., the direction of the turnout route), serving as a preset safety margin for the turnout. This additional extension distance can be set according to actual engineering needs, such as considering factors like train positioning accuracy, axle counting system detection error, signal system response delay, and track gradient. Figure 1 The HJ area shown is the back-end positioning side protection area after adding the preset safety margin.

[0082] The technical solution of this application introduces a preset safety margin for turning out, making the side protection area on the main line larger than the traditional warning mark limit, providing more adequate safety protection for the turning out route, effectively dealing with uncertainties such as train positioning errors and runaway risks, and further improving the safety of turning-out operations.

[0083] In other embodiments of this application, in the turnaround route, the interference point of the second train is determined according to the boundary of the turnaround traffic resources; the interference point refers to the latest position at which the second train must begin to decelerate in order to ensure that it can stop safely before the danger point; Among them, the turnaround traffic resources include the reverse side protection area after the turnout, and the interference point is located at the boundary of the reverse side protection area after the turnout.

[0084] After the first train exits the turnout and is positioned in the movable area AB, the second train begins to decelerate from the interference point; after the first train exits the turnout and is positioned in the reverse side protection area HF, the second train runs from the interference point to the turnaround rail.

[0085] Specifically, the interference point refers to the latest position at which the following train must begin deceleration to ensure a safe stop before a dangerous point (such as a turnout section or the rear of the train ahead). The interference point is calculated based on the following train's current speed, emergency braking rate, track gradient, and the location of the dangerous point ahead.

[0086] like Figure 4 As shown, in traditional route-based systems, the entire turnout section is considered an indivisible resource. If the signal is not open due to obstruction, malfunction, or a turnout not being in position, the following train, based on the safety braking model, determines that it needs to slow down in advance. Therefore, the interference point for the second train is calculated using the signal (i.e., point M) as the reference point. The second train must begin slowing down before the signal (i.e., point M).

[0087] like Figure 5 As shown, in the train-to-train communication system, since the turnout section is refined into multiple independent train resources (movable area AH before the turnout, movable area AC after the turnout, movable area AB after the turnout, and side protection area), the interference point of the second train is no longer based on the signal, but on the refined train resource boundary. The interference point of the second train can be moved backward towards the turnaround platform, thereby further compressing the turnaround interval.

[0088] In this embodiment, during the turnaround of the first train, the reverse side protection zone HF is locked by the first train. The interference point of the second train is located at point F, the boundary of the reverse side protection zone HF. This is because when the reverse side protection zone HF is locked, the second train cannot enter the zone. The second train uses point F, the boundary of the reverse side protection zone HF, as the target point where it must stop. When the emergency braking distance at the current speed is less than or equal to the distance from the current position of the second train to point F, the interference point is triggered.

[0089] For example, because the turnout section is finely divided, the second train can move towards the turnout after the first train has cleared the turnout and is positioned in the reverse movable area AC. The interference point of the second train moves from the traditional signal front (i.e., point M) to point F, the boundary of the side protection area. When the first train has cleared the turnout and positioned itself in the movable area AB, the reverse side protection area HF behind the turnout is released. At this time, the second train can accelerate from the interference point F and move forward to the turnaround rail to enter the turnaround route. This linkage mechanism ensures that the second train follows immediately after the first train has safely left, minimizing the turnaround interval.

[0090] In other embodiments of this application, the reverse side protection zone after the fork also includes the tilt distance of the turning-in train. The tilt distance of the turning-in train is the distance extended in the opposite direction of the first train's turning-in operation, based on the vertical projection of the warning marker onto the direction of the movable reverse side area after the fork. Where D1 is the horizontal projection distance of the train on the slope, H is the height of the train, and i1 is the slope angle.

[0091] The route drawings, signal boundaries, and various area divisions are all based on two-dimensional planar modeling, while the train is a three-dimensional structure. When the track has a gradient, the car body height will cause a horizontal projection offset, resulting in a deviation between the safety boundaries defined in the planar model and the actual area occupied by the train. To compensate for this projection deviation, a tilt distance is set to ensure that the boundary determination conforms to the actual spatial state of the train.

[0092] Specifically, such as Figure 6 As shown, when the train is stopped on a ramp, the horizontal projection distance of the train's height is... .

[0093] The technical solution of this invention corrects the slope of the boundary of the side protection area by adjusting the tilt distance D1 of the turned-in train. This allows the safety boundary, which was originally based on two-dimensional planar modeling, to fit the actual area occupied by the train in three-dimensional space. This eliminates the safety judgment error caused by the horizontal projection deviation of the car body height on the slope, effectively preventing the train stopped on the slope from encroaching on the safety limit due to slippage or projection offset. It ensures the consistency between the boundary judgment and the actual spatial state of the train, and further improves the safety and reliability of turnaround operations under complex track conditions.

[0094] In other embodiments of this application, the post-slip positioning side protection area further includes a train tilt distance, which is the distance extended towards the first train's turning-out running direction based on the vertical projection point of the warning marker in the direction of the post-slip positioning movable area; the train tilt distance Where D2 is the horizontal projection distance of the train on the slope, H is the height of the train, and i2 is the slope angle.

[0095] Specifically, such as Figure 7 As shown, when the train is stopped on a ramp, the horizontal projection distance of the train's height is... .

[0096] The technical solution of this invention corrects the slope of the boundary of the side protection area by adjusting the tilt distance D2 of the train. This allows the safety boundary, which was originally based on two-dimensional planar modeling, to fit the actual area occupied by the train in three-dimensional space. This eliminates the safety judgment error caused by the horizontal projection deviation of the car body height on the slope, effectively preventing the train stopped on the slope from encroaching on the safety limit due to slippage or projection offset. It ensures the consistency between the boundary judgment and the actual spatial state of the train, and further improves the safety and reliability of turnaround operations under complex track conditions.

[0097] A second aspect of the present disclosure provides a computer program product comprising: computer program code, which, when executed on a computer, causes the computer to perform the train turnaround control method of the first aspect described above.

[0098] A third aspect of the present disclosure provides a computer-readable storage medium storing computer program code that is executed by one or more processors. When the computer program code is executed on the processor, it causes an apparatus including one or more processors to perform the train turnaround control method of the first aspect described above.

[0099] It should be understood that when the modules or units described herein are implemented using software, they can be implemented in whole or in part as a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state disk (SSD)).

[0100] A fourth aspect of this disclosure provides a chip system including a processor for calling a computer program or computer instructions stored in a memory to execute the train turnaround control method of the first aspect described above. The chip system can be a single chip or a chip module composed of multiple chips. This chip system can be installed in a vehicle system.

[0101] A fifth aspect of this disclosure provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it causes the electronic device to implement the train turnaround control method of the first aspect. This electronic device can be mounted on a vehicle system.

[0102] A sixth aspect of the present disclosure provides a rail vehicle.

[0103] For example, see Figure 8 The rail vehicle 200 includes a memory 201, a processor 202, and a computer program 203 stored in the memory 201 and executable on the processor 202. When the processor 202 executes the computer program 203, it enables the processor 202 to implement the train turnaround control method described in the above embodiments.

[0104] Those skilled in the art will recognize that the modules, units, and method steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0105] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A train turnaround control method, characterized in that, include: After the first train obtains turnaround resources according to its travel path, it controls the switch to the reverse position. The turnaround train resources include a movable area before the turnout, a movable area for reversing position after the turnout, and a movable area for positioning after the turnout. The movable area before the turnout is the area between the turnout tip and the turnout section. The movable area for positioning after the turnout is the position from the turnout tip to the boundary of the positioning area after the turnout section. The movable area for reversing position after the turnout is the position from the turnout tip to the boundary of the reversing area after the turnout section. After the control switch is switched to the reverse position, the turning route begins. The first train clears the turning traffic resources in the area where the tail of the train passes, and the cleared turning traffic resources are gradually released until the first train has completely cleared the movable area in front of the switch. After the first train has completely cleared the movable area in front of the turnout, the control turnout is switched to the fixed position.

2. The train turnaround control method according to claim 1, characterized in that, Also includes: After the control switch is switched to the correct position, the first train begins to turn out of the route; In the detour route, when the first train clears the movable area behind the turnout, the first train releases the train travel resources in the movable area in front of the turnout.

3. The train turnaround control method according to claim 2, characterized in that, Also includes: When two adjacent trains pass the aforementioned turnaround track: After the first train releases the train resources in the movable area in front of the switch, the second train controls the switch to switch to the reverse position according to its train path; The first train is the leading train, and the second train is the following train.

4. The train turnaround control method according to claim 1, characterized in that, The driving resources also include a reverse side protection area and a positioning side protection area after the fork. The reverse side protection area after the fork is the area between the boundary of the movable area before the fork and the vertical projection point of the warning marker in the direction of the movable area after the fork. The positioning side protection area after the fork is the area between the boundary of the movable area before the fork and the vertical projection point of the warning marker in the direction of the movable area after the fork. The train turnaround control method also includes: During the turnout route, after the first train clears the back-end positioning side protection area, the first train releases the train operation resources of the back-end reversing side protection area and the back-end positioning side protection area.

5. The train turnaround control method according to claim 4, characterized in that, Also includes: After the first train releases the train resources in the reverse side protection area and the positioning side protection area after the turnout, the second train begins to turn into the route according to its turnaround path.

6. The train turnaround control method according to claim 1, characterized in that, The driving resources also include the reverse side protection area behind the fork, which is the area between the boundary of the movable area in front of the fork and the vertical projection point of the warning marker in the direction of the movable area behind the fork. The reverse side protection zone after the fork also includes a preset safety margin, which is a set distance extended in the opposite direction of the first train's turn-in operation, based on the vertical projection point of the warning marker in the direction of the reverse movable zone after the fork.

7. The train turnaround control method according to claim 1, characterized in that, The driving resources also include the rear-side positioning and protection area, which is the area between the boundary of the movable area in front of the turnout and the vertical projection point of the warning marker in the direction of the movable area in front of the turnout. The back-end positioning side protection area also includes a preset safety margin, which is a set distance extended from the vertical projection point of the warning marker in the direction of the back-end positioning movable area towards the direction of the first train's folding out running direction.

8. The train turnaround control method according to claim 6, characterized in that, The reverse side protection zone after the fork also includes the tilting distance of the turning train. This tilting distance is the distance extended in the opposite direction of the first train's turning-in operation, based on the vertical projection of the warning marker into the direction of the movable reverse side area after the fork. Where D1 is the horizontal projection distance of the train on the slope, H is the height of the train, and i1 is the slope angle.

9. The train turnaround control method according to claim 7, characterized in that, The post-switcher positioning side protection area also includes the tilt distance of the deflected train. This tilt distance is the distance extended from the vertical projection of the warning marker into the direction of the first train's deflection. Where D2 is the horizontal projection distance of the train on the slope, H is the height of the train, and i2 is the slope angle.

10. A rail vehicle, characterized in that, include: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the rail vehicle to perform the train turnaround control method as described in any one of claims 1 to 9.

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