Early-stopping control method for rail transit, and device and medium

Abstract

An early-stopping control method for rail transit. The method comprises: first, collecting state information of a subway line train and a rail device on the basis of an automatic train monitoring system; then, continuously monitoring a train traveling condition in an insulated anchor section of a flexible catenary and in regions associated with the insulated anchor section; and finally, controlling a train to stop early so as to prevent the train from stopping in a dangerous region in which a burnout fault of the flexible catenary may be caused, such that a burnout fault of the catenary can be avoided, and thus the train runs more safely. Further provided are an electronic device and a computer-readable storage medium for implementing the early-stopping control method for rail transit.

Description

A method, device and medium for early stop control of rail transit Technical Field

[0001] The present invention relates to a rail transit signal control system, and in particular to an early stop control method, device and medium for rail transit. Background Art

[0002] In my country's urban rail transit projects, catenary power is generally used to provide electricity to vehicles and other electrical equipment. The overhead catenary is a line erected along the track. Subway trains use pantographs to direct electricity from the catenary into the train, thereby powering the train and providing electricity for equipment such as lighting and air conditioning. The relationship between the catenary and the subway line is similar to the relationship between track equipment and the subway line. No backup measures can be implemented. In the event of a catenary failure, the entire power supply section of the catenary will lose power, and all trains operating in that section will lose power, causing a shutdown. Therefore, to ensure that subway lines can reliably obtain power from the catenary and operate safely, strict measures are required in the subway system to ensure the stable operation of the catenary.

[0003] However, in urban rail transit's flexible catenary systems, there are specific scenarios where they can cause the catenary to break due to localized overheating and softening, commonly known as catenary burnout. Burnout failures during subway operations are often directly related to the train's parking position. If a train's pantograph is raised and remains stopped, and the train happens to be parked at the joint of the catenary's insulated anchor section, arcing can occur between the slide and the non-operating branch, or between the operating branch and the non-operating branch, leading to catenary burnout, significantly impacting subway operations. This failure scenario is particularly likely to occur when trains are forced to stop at certain locations in the section due to unscheduled train additions or train delays. Current train automatic control systems lack protection against these dangerous operating scenarios.

[0004] After searching, it was found that the existing technologies are basically related research based on electrical and power equipment itself. In the field of contact network power supply for rail transit, there is currently no relevant technical research on preventing the network from burning by controlling the train stop through the signal system. Therefore, how to avoid the above-mentioned subway flexible contact network burning failure has become a technical problem that needs to be solved.

[0005] Summary of the Invention

[0006] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide an early stop control method, device and medium for rail transit.

[0007] The purpose of the present invention can be achieved by the following technical solutions:

[0008] According to a first aspect of the present invention, a method for controlling early stopping of rail transit is provided. The method first collects status information of subway line trains and track equipment based on an automatic train monitoring system; then continuously monitors the train running conditions of the flexible contact network insulation anchor section and its associated areas, and finally controls the train to stop in advance to avoid the train stopping in a dangerous area that may cause a flexible contact network burnout failure.

[0009] As a preferred technical solution, the method specifically includes the following steps:

[0010] Step S1: defining the scope of the dangerous parking area and its associated areas based on the location of the contact network insulation anchor section;

[0011] Step S2: detecting the occurrence of a dangerous event that will cause the train to stop unexpectedly in a dangerous area;

[0012] Step S3: When a dangerous event is detected, a train that meets the requirements is retrieved and a temporary stop instruction is sent to the train to control the train to temporarily stop outside the dangerous area;

[0013] Step S4: After the train stops temporarily outside the dangerous parking area, it is detected whether the dangerous event that would cause the train to stop in the dangerous area has been resolved;

[0014] Step S5: When it is detected that the dangerous event has been resolved, a resume operation instruction is sent to the train temporarily parked outside the dangerous area to control the train to resume normal operation.

[0015] As a preferred technical solution, the step S1 is specifically as follows:

[0016] Step S11: With the location of the catenary insulation anchor section as the center point, the area on both sides extended based on the train length is defined as a "no parking area";

[0017] Step S12: defining a "danger triggering area" where a dangerous event that may cause a train to stop in the "no-stopping area" may occur;

[0018] Step S13: define a "parking start area".

[0019] As a preferred technical solution, the step S12 is specifically as follows:

[0020] In front of the "no stopping area", a "danger triggering area" is defined based on the train length and train tracking protection distance, which may cause the train to stop in the "no stopping area".

[0021] As a preferred technical solution, step S13 is specifically as follows:

[0022] Taking the starting point of the "no stopping area" as the benchmark, the normal braking distance of the train is calculated based on the maximum operating speed of the train and the normal braking rate. The latest braking point for the train to stop in advance is obtained and the advance amount is expanded according to the train's operating speed, which is defined as the "stop start area".

[0023] As a preferred technical solution, in step S2, a periodic polling operation strategy is adopted for detection.

[0024] As a preferred technical solution, step S2 is specifically as follows:

[0025] Step S21: Detect all trains in the "danger trigger area" to determine whether any train stops in the area unauthorized, thereby causing a dangerous event;

[0026] Step S22: Check all platforms within the “danger trigger area” to determine whether there is a platform emergency closure or platform door failure, which may lead to a dangerous event;

[0027] Step S23: Detect all traffic lights in the “danger triggering area” to determine whether any traffic light is abnormally closed, thereby causing a dangerous event.

[0028] As a preferred technical solution, in step S3, trains that meet the requirements are retrieved based on an event triggering principle.

[0029] As a preferred technical solution, in step S4, a periodic polling strategy is adopted for detection.

[0030] As a preferred technical solution, this method flexibly defines the dangerous areas that need to be protected based on line characteristics.

[0031] According to a second aspect of the present invention, an electronic device is provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the method is implemented when the processor executes the program.

[0032] According to a third aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the method described above is implemented.

[0033] Compared with the prior art, the present invention has the following advantages:

[0034] 1) The present invention proposes a method for implementing early train stopping to avoid overhead line burnout failures by monitoring line equipment and train operation status through a train monitoring system, thereby making train operation safer.

[0035] 2) The present invention automatically protects the safe operation of trains through the train monitoring system, without the need for manual intervention, thus greatly reducing the workload of operation and management personnel;

[0036] 3) The present invention supports flexible definition of hazardous areas requiring protection based on line characteristics, meeting the requirements for efficient and precise protection according to demand;

[0037] 4) The present invention uses polling detection, event-driven and other methods to process feedback on demand according to event triggering conditions, thereby improving the real-time and scientific nature of system processing. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 is a schematic diagram of the definition of relevant control areas;

[0039] Figure 2 is a flowchart of early parking control and recovery;

[0040] FIG3 is a flowchart of the detection and judgment of a danger triggering event. DETAILED DESCRIPTION

[0041] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0042] The early stop control method provided by the present invention, from the perspective of the train operation control system, is based on the automatic train monitoring system's grasp of the status information of subway line trains and track equipment, and designs a specific functional module to continuously monitor the train running conditions of the flexible contact network insulation anchor section and its associated areas. By controlling the train to stop in advance, the train is prevented from stopping in a dangerous area that may cause a flexible contact network burnout failure.

[0043] The method of the present invention specifically comprises the following steps:

[0044] Step S1: defining the scope of the dangerous parking area and its associated areas based on the location of the contact network insulation anchor section;

[0045] Step S2: using a periodic polling operation strategy to detect the occurrence of dangerous events that will cause the train to stop unexpectedly in the dangerous area;

[0046] Step S3: When the detection strategy generates a dangerous event drive, a train that meets the requirements is retrieved based on the event trigger principle, and a temporary stop instruction is sent to the train to control the train to temporarily stop outside the dangerous area;

[0047] Step S4: After the train stops temporarily outside the dangerous parking area, a periodic polling strategy is used to detect whether the dangerous event that would cause the train to stop in the dangerous area has been resolved;

[0048] Step S5: When the dangerous event generated by the detection strategy is resolved, a resume operation instruction is sent to the train temporarily parked outside the dangerous area to control the train to resume normal operation.

[0049] The step S1 is specifically as follows:

[0050] Step S11: With the location of the catenary insulation anchor section as the center point, the area on both sides extended based on the train length is defined as a "no parking area";

[0051] Step S12: In front of the "no-stopping area", a "danger triggering area" is defined based on the train length and the train tracking protection distance, where a dangerous event that may cause the train to stop in the "no-stopping area" may occur;

[0052] Step S13: Taking the starting point of the "no stopping area" as a reference, the normal braking distance of the train is calculated based on the maximum running speed of the train and the normal braking rate, the latest braking point for the train to stop in advance is obtained, and the advance amount is extended according to the running speed of the train, which is defined as the "stop start area";

[0053] The step S2 is specifically as follows:

[0054] Step S21: Detect all trains in the "danger trigger area" to determine whether any train stops in the area unauthorized, thereby causing a dangerous event;

[0055] Step S22: Check all platforms within the “danger trigger area” to determine whether there are any abnormalities such as platform emergency closure or platform door failure, which may lead to the occurrence of a dangerous event;

[0056] Step S23: Detect all passing signals in the "danger triggering area" to determine whether any signal is abnormally closed, thereby causing a dangerous event.

[0057] Specific embodiments

[0058] The technical solution of the present invention is described with reference to Figures 1-3. First, referring to Figure 1, the data structure of the relevant control area as the functional management object is defined. Based on this, referring to Figures 2-3, the early parking control process and method of the present invention are described.

[0059] First, referring to FIG1 , the control area data model construction method of the present invention is introduced. The control area of ​​each contact network insulation anchor section includes three parts: "no parking area", "danger trigger area" and "parking start area". The construction process includes the following steps:

[0060] Step 100: Construct a data model for a no-stopping area, where no-stopping area = [insulation anchor section location point - train length, insulation anchor section location point + train length]. For lines with trains of various lengths, the length of the longest train is used to define the no-stopping area.

[0061] Step 101: Construct a data model for a danger trigger area. Danger trigger area = [end point of the no-stopping area, end point of the no-stopping area + safety protection distance + train length]. For lines with trains of various lengths, the length of the longest train is used. After confirming the scope of the danger trigger area, detect and obtain the platform and control signal equipment elements within the area, and summarize these equipment elements into the danger trigger area dataset as different types of danger trigger elements.

[0062] Step 102: Construct a data model for the stop-start area. Stop-start area = [No-Stop Area Start - Safe Braking Distance - Stop Card Control Lead Time, No-Stop Area Start - Safe Braking Distance]. The safe braking distance should be calculated based on the train's maximum operating speed, and the stop card control lead time should take into account the command exchange time and communication delay between systems.

[0063] Next, referring to Figure 2, the present invention's early stop control and recovery method is described. A periodic polling judgment method is used to poll and detect dangerous triggering events in the catenary anchor section area. Based on these dangerous triggering events, downstream trains are temporarily stopped or restored to normal operation. The main implementation code is as follows:

[0064] The following steps are involved:

[0065] Step 103: Based on the content definition of the danger trigger area data set, perform logical calculations on all danger trigger factors in the area;

[0066] Step 104, determining whether the danger triggering factors in the current danger triggering area constitute the occurrence of a dangerous event. If the danger triggering event is established, executing step 105, otherwise executing step 106;

[0067] Step 105: determine whether there is a train in motion in the current stop start area. If there is a train in motion, issue a temporary stop command to the train controller; otherwise, terminate this loop.

[0068] Step 106: determine whether there is a train in a temporary stop state between the stop start area and the no-stop area. If a train is temporarily stopped, send a resume normal operation instruction to the train controller; otherwise, end this cycle.

[0069] Next, referring to Figure 3, the present invention's method for detecting dangerous trigger events will be described. Using a sequential polling method, all dangerous elements described in the dangerous trigger area dataset are polled for detection. If the current state of any of these dangerous elements is in the dangerous direction, a result indicating a dangerous trigger event has been established is output. The main implementation code is as follows:

[0070] The following steps are involved:

[0071] Step 107: determine whether there is a train in the track area included in the danger trigger area data set and is currently in a stopped state. If so, output a result that the danger trigger event is established; otherwise, continue to step 108;

[0072] Step 108: determine whether the danger trigger area data set contains a platform device element and is currently in an "abnormally closed" state. If so, output the result that the danger trigger event is established; otherwise, continue to step 109;

[0073] Step 109 , determining whether the danger trigger area data set contains a passing control signal device element and is currently in a “no passing” state; if so, outputting a result that the danger trigger event is established; otherwise, proceeding to step 110 ;

[0074] Step 110 : All dangerous elements defined in the danger trigger area data set are currently in a safe state, and a result indicating that the danger trigger event is not established is output.

[0075] The above is an introduction to the method embodiment. The following further illustrates the solution of the present invention through the embodiments of electronic equipment and storage media.

[0076] The electronic device of the present invention includes 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). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0077] Many components in a device are connected to the I / O interface, including: input units, such as a keyboard and mouse; output units, such as various types of displays and speakers; storage units, such as magnetic disks and optical disks; and communication units, such as network cards, modems, and wireless communication transceivers. The communication unit allows the device to exchange information / data with other devices via computer networks such as the Internet and / or various telecommunication networks.

[0078] The processing unit performs the various methods and processes described above, such as the inventive method. For example, in some embodiments, the inventive method can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the inventive method described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the inventive method by any other appropriate means (e.g., by means of firmware).

[0079] The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip (SOCs), complex programmable logic devices (CPLDs), and the like.

[0080] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. Such program code can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device so that when the program code is executed by the processor or controller, the functions / operations specified in the flow chart and / or block diagram are implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0081] In the context of the present invention, machine-readable medium can be a tangible medium that can contain or store a program for use with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. Machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. More specific examples of machine-readable storage media can include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0082] 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 such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A method for controlling early stopping of rail transit, characterized in that: The method first collects the status information of subway line trains and track equipment based on the automatic train monitoring system; then continuously monitors the train running conditions in the flexible contact network insulation anchor section and its associated areas, and finally controls the train to stop in advance to avoid the train stopping in the dangerous area that may cause the flexible contact network to burn out.

2. The method for controlling early stopping of rail transit according to claim 1, characterized in that: The method specifically comprises the following steps: Step S1, defining the scope of the dangerous parking area and its associated areas based on the position of the contact network insulation anchor section; Step S2, detecting the occurrence of a dangerous event that will cause the train to stop unexpectedly in a dangerous area; Step S3: When a dangerous event is detected, a train that meets the requirements is retrieved, and a temporary stop instruction is sent to the train to control the train to temporarily stop outside the dangerous area; Step S4: after the train stops temporarily outside the dangerous parking area, detecting whether the dangerous event that will cause the train to stop in the dangerous area has been resolved; Step S5: When it is detected that the dangerous event is resolved, a resume operation instruction is sent to the train temporarily parked outside the dangerous area to control the train to resume normal operation.

3. The method for controlling early stopping of rail transit according to claim 2, characterized in that: The step S1 is specifically as follows: Step S11, taking the position of the contact network insulation anchor section as the center point, the area on both sides expanded based on the train length is defined as a "no parking area"; Step S12, defining a "danger triggering area" where a dangerous event that may cause the train to stop in the "no-stopping area" may occur; Step S13, define "parking start area".

4. The method for controlling early stopping of rail transit according to claim 3, characterized in that: The step S12 is specifically as follows: In front of the "No Stopping Area", a "Danger Triggering Area" is defined based on the train length and train tracking protection distance, where dangerous events that may cause the train to stop in the "No Stopping Area" may occur.

5. The method for controlling early stopping of rail transit according to claim 3, characterized in that: The step S13 is specifically as follows: Taking the starting point of the "no stopping area" as the benchmark, the normal braking distance of the train is calculated based on the maximum operating speed of the train and the normal braking rate. The latest braking point for the train to stop in advance is obtained and the advance amount is extended according to the train running speed, which is defined as the "stop start area".

6. The method for controlling early stopping of rail transit according to claim 2, characterized in that: In step S2, a periodic polling operation strategy is used for detection.

7. The method for controlling early stopping of rail transit according to claim 2, characterized in that: The step S2 is specifically as follows: Step S21, detecting all trains in the "danger triggering area" to determine whether there is a train that stops in the area without the regulations, thereby causing a dangerous event; Step S22, detecting all platforms in the "danger triggering area" to determine whether there is an emergency closure of a platform or a failure of a platform door, which may lead to a dangerous event; Step S23, detecting all traffic lights in the "danger triggering area" to determine whether any traffic lights are abnormally closed, thereby causing a dangerous event to occur.

8. The method for controlling early stopping of rail transit according to claim 2, characterized in that: In step S3, trains meeting the requirements are retrieved based on the event triggering principle.

9. The method for controlling early stopping of rail transit according to claim 2, characterized in that: In step S4, a periodic polling strategy is used for detection.

10. The method for early stopping control for rail transit according to claim 1, characterized in that: This method flexibly defines the hazardous areas that need to be protected based on line characteristics.

11. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 10 is implemented.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 10 is implemented.

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