Shuttle operation control method for urban rail transit, device, and medium

Abstract

A shuttle operation control method for urban rail transit, a device, and a medium. In the method, a shuttle area is provided on an ATS workstation, and after a trackside system protects the shuttle area, an authorized train operates by turning back at any point in an active state shuttle area, and safety protection is performed for train operation and tracking in the shuttle area. Compared with the existing technology, by means of authorizing a train to turn back at any point in a specific area and calculating a safe movement authorization for the train to return to the previous platform, the present invention has advantages such as improving the means by which urban rail transit can respond to faults and reducing fault recovery time.

Description

Shuttle operation control method, device and medium for urban rail transit TECHNICAL FIELD

[0001] The present application relates to a rail transit signal system, in particular to a shuttle operation control method, device and medium for urban rail transit. BACKGROUND

[0002] In urban rail transit, the operation authorization of the train depends on the handled path (i.e. route), and the route can be unlocked only after the train passes. When part of the line area cannot continue to run due to a fault, it is necessary to adopt a shuttle operation mode for the fault-free area to shorten the fault influence range.

[0003] In particular, for a fully automatic operation line, when the train cannot continue to pass due to a fault or an emergency in front of the train, since the train has not completely passed the handled route, the section in front of the route will not be unlocked, and the interlocking system cannot handle the reverse route for the train to return to the previous platform, so that the wayside ZC cannot calculate a new movement authorization for the train, thereby increasing the fault recovery time.

[0004] After searching the Chinese patent No. CN117208045A, a reverse train movement authorization method across the boundary of a regional controller and a storage medium are disclosed, which comprises the following steps: step S1, when the authorized reverse region crosses the boundary of the regional controller ZC, the adjacent two ZCs synchronize the state of the authorized reverse region with each other; step S2, the adjacent ZCs synchronize the obstacle vehicle state in the authorized reverse region; step S3, the upstream ZC hands over the train in the authorized reverse mode to the downstream ZC. The existing patent allows the reverse train to cross the ZC boundary in the emergency evacuation scenario, thereby providing more protection for the availability of the fully automatic train operation control system. However, the existing patent cannot realize the turning back at any point in a specific area, and the fault recovery time is still long. Therefore, how to authorize the train to turn back at any point in a specific area and calculate the safe movement authorization for returning to the previous platform, thereby improving the fault handling mode of urban rail transit and reducing the fault recovery time, becomes a technical problem to be solved.

[0005] SUMMARY

[0006] The purpose of the present application is to overcome the defects of the prior art and provide a shuttle operation control method, device and medium for urban rail transit, which authorizes the train to turn back at any point in a specific area and calculates the safe movement authorization for returning to the previous platform, thereby improving the fault handling mode of urban rail transit and reducing the fault recovery time.

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

[0008] According to a first aspect of the present application, a shuttle operation control method for urban rail transit is provided, which comprises the following steps:

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

[0010] Step S1, after confirming that all trains in a certain area have stopped, an ATS workstation sets a shuttle area and sends it to a trackside interlocking subsystem;

[0011] Step S2, after the trackside interlocking subsystem checks that the set conditions are met, the shuttle area is activated, and the activated state of the shuttle area is sent to the ATS and a trackside area controller;

[0012] Step S3, the ATS workstation sets a new reverse operation task for the train in the shuttle area, or the ATS automatically triggers the reverse operation task according to the train position;

[0013] Step S4, a vehicle onboard subsystem VOBC performs a turnaround according to the reverse operation task and activates a new cab as the head direction;

[0014] Step S5, the trackside area controller calculates a movement authority for the train in the shuttle area according to the activated head direction of the train;

[0015] Step S6, the train safely operates in the shuttle area according to the new operation task and the movement authority of the trackside area controller.

[0016] As a preferred technical solution, the shuttle area is configured according to the line condition.

[0017] As a preferred technical solution, the shuttle area includes a path for shuttle operation, which includes a starting point, an ending point and the positions of turnouts included in the path.

[0018] As a preferred technical solution, the method simultaneously activates multiple shuttle areas as needed.

[0019] As a preferred technical solution, the trackside interlocking subsystem checks the set conditions in step S2 specifically includes:

[0020] When the positions of turnouts in the shuttle area are correct and there is no hostile conflict with access routes and protection sections outside the shuttle area, the turnouts in the shuttle area are locked.

[0021] As a preferred technical scheme, the trackside interlocking subsystem checks the shuttle area and hostile routes entering the area, and ensures that a train outside the shuttle area is not authorized to enter the shuttle area and collide with a train in the shuttle area.

[0022] As a preferred technical scheme, the trackside area controller calculates a movement authority for a train in the shuttle area, and the calculation is independent of the direction of the interlocking route.

[0023] As a preferred technical scheme, the trackside area controller calculates a movement authority according to the running direction of the train and the running status of other trains in the shuttle area, ensures the safety of the train in the shuttle area in a following operation, and authorizes the train to return at any point in the shuttle area.

[0024] As a preferred technical scheme, the on-board subsystem VOBC automatically switches the cab to be activated according to the operation task from the ATS, and returns at any point in the shuttle area.

[0025] According to a second aspect of the present application, an electronic device is provided, comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the method when executing the program.

[0026] According to a third aspect of the present application, a computer readable storage medium is provided, which stores a computer program, and the program is executed by a processor to implement the method.

[0027] Compared with the prior art, the present application has the following advantages:

[0028] 1) The present application allows a train to return at any point in the shuttle area, and in a driverless line, when a failure occurs in a front area, allows a dispatcher to remotely control an interval to be forced to stop a train and run reversely to a last platform for evacuation, thereby improving the efficiency of evacuation and rescue in a driverless line.

[0029] 2) The present application provides safety protection for a train in a following operation in the shuttle area, and is suitable for fast rescue when multiple trains are blocked in a long and large interval.

[0030] 3) The present application provides hostile protection for the shuttle area and routes by interlocking, does not allow a train outside the area to enter the shuttle area, and improves the safety of failure rescue.

[0031] 4) The trackside area controller of the present application calculates a movement authority according to the running direction of the train and the running status of other trains in the shuttle area, ensures the safety of the train in the shuttle area in a following operation, and authorizes the train to return at any point in the shuttle area. BRIEF DESCRIPTION OF DRAWINGS

[0032] Fig. 1 is a schematic diagram of a shuttle operation setting process of the present application.

[0033] Fig. 2 is a schematic diagram of the shuttle area division principle of the present application;

[0034] Fig. 3 is a schematic diagram of train tracking in the shuttle area of the present application;

[0035] Fig. 4 is a flow chart of the method of the present application. DETAILED DESCRIPTION

[0036] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work should fall within the protection scope of the present application.

[0037] The control method for urban rail transit shuttle operation of the present application is that the dispatcher sets a shuttle area on the ATS workstation, the trackside system protects the shuttle area, and then authorizes the train to run reversely at any point in the activated shuttle area, and performs safety protection for the train operation and tracking in the shuttle area.

[0038] As shown in Fig. 4, the method of the present application specifically includes the following steps:

[0039] Step S1: After the dispatcher confirms that all the trains in a specific area have stopped, the dispatcher sets a shuttle area on the ATS workstation and issues it to the trackside interlocking subsystem CI;

[0040] Step S2: When the CI checks that the switch position in the shuttle area is correct and there is no hostile conflict with the access, protection section and the like outside the shuttle area, the CI locks the switch in the shuttle area, activates the shuttle area, and sends the activated state of the shuttle area to the ATS and the trackside area controller ZC;

[0041] Step S3: The dispatcher sets a new reverse operation task for the train in the shuttle area on the ATS workstation, or the ATS automatically triggers the reverse operation task according to the train position;

[0042] Step S4: The on-board subsystem VOBC reverses and changes the end according to the reverse operation task, and activates the new cab as the head direction;

[0043] Step S5: The trackside ZC calculates the movement authority of the train in the shuttle area according to the activated head direction of the train.

[0044] Step S6: The train safely operates in the shuttle area according to the new operation task and the movement authority of the ZC.

[0045] DETAILED EMBODIMENTS

[0046] As shown in Figure 1, the present application provides a method of shuttle operation, when the front line fails to pass, the system allows the dispatcher to set the shuttle area, manually dispatches the train blocked in the section to the last platform in the reverse direction to evacuate passengers, reduces the impact of failure on operation under the condition of ensuring safety.

[0047] The method specifically comprises:

[0048] Step S1, when an emergency occurs in the front line or platform, the train is forced to stop in the section;

[0049] Step S2, after the dispatcher cancels the route to the failure section, the shuttle operation area is set;

[0050] Step S3, after the interlocking check condition is met, the shuttle operation area is activated, and the activation state is sent to the ZC, and feedback to the dispatcher;

[0051] Step S4, the dispatcher sets the reverse destination of the train in the activated shuttle operation area to run to the last station;

[0052] Step S5, the train changes the end and sends the running direction to the ZC, and the ZC calculates the movement authority of the train to run to station 2 according to the running direction of train 1 and the activation state of the shuttle area;

[0053] Step S6, the train automatically runs to platform 2 according to the movement authority of the ZC, opens the doors / doors after accurate parking, and manually dispatches the train to the unaffected area after passengers get off.

[0054] As shown in Figure 2, a method of shuttle operation, the shuttle area can be configured by data according to the line condition, and the typical configuration is 2 stations and 1 section; the dispatcher can activate multiple shuttle operation areas at the same time according to the need to realize shuttle operation before multiple stations.

[0055] As shown in Figure 3, a method of shuttle operation, the running and tracking of the train are not dependent on the direction and display of the signal, allowing multiple trains in the shuttle area to track and run in opposite directions, and calculating the movement authority and safety protection for each train.

[0056] The present application has been applied to the company's fully autonomous TRANAVI CBTC signal system (hereinafter referred to as CBTC), which is used in Zhengxu urban railway, Beijing Line 3, Ningbo Line 7 and many other urban rail transit unmanned lines. A method of shuttle operation realizes the CBTC system authorized train running against the route, and provides a method of safety protection. Under the condition of ensuring safety, the train is allowed to accurately park, track and run in the shuttle operation area, reducing the impact of line failure on operation and improving the efficiency of rescue for trains in the section when the line is blocked.

[0057] The above is the introduction of the method embodiment, and the following further describes the scheme of the present application through the electronic device and storage medium embodiments.

[0058] The embodiments of the present application also provide an electronic device including a central processing unit (CPU) which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded into a random access memory (RAM) from a storage unit. In the RAM, various programs and data required for device operation can also be stored. The CPU, the ROM, and the RAM are connected to each other through a bus. An input / output (I / O) interface is also connected to the bus.

[0059] A plurality of components in the device are connected to the I / O interface, including: an input unit such as a keyboard, a mouse, etc.; an output unit such as various types of displays, a speaker, etc.; a storage unit such as a magnetic disk, an optical disk, etc.; and a communication unit such as a network card, a modem, a wireless communication transceiver, etc. The communication unit allows the device to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0060] The processing unit performs various methods and processes described above, such as the methods S1-S6. For example, in some embodiments, the methods S1-S6 can be implemented as a computer software program which is tangibly embodied in a machine-readable medium, such as the storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via the ROM and / or the communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of the methods S1-S6 described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the methods S1-S6 by any other appropriate means (e.g., by means of firmware).

[0061] The functions described above in this document can 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 can be used include: field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), system-on-a-chip systems (SOCs), complex programmable logic devices (CPLDs), etc.

[0062] Program code for carrying out methods of the present application can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the program code, when executed by the processor or controller, produces a means for implementing the functions / operations specified in the flowchart diagrams and / or block diagrams. The program code can be executed entirely on a machine, partially on a machine, partially on a machine as a stand-alone software package, or entirely on a remote machine or server.

[0063] In the context of the present application, a machine-readable medium can be a tangible medium that can contain or store program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable storage medium can include, without limitation, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of the machine-readable storage medium will include one or more lines of electrical connections, portable computer disks, hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or Flash memory), optical fibers, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination of the foregoing.

[0064] The above description is only specific embodiments of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present application, and these modifications or replacements should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A shuttle operation control method for urban rail transit, characterized in that, The method sets a shuttle area on the ATS workstation, and after the trackside system protects the shuttle area, the authorized train reverses at any point in the activated shuttle area, while the train operation and tracking in the shuttle area are protected.

2. The method for shuttle operation control of urban rail transit according to claim 1, characterized in that, The method specifically includes the following steps: Step S1, after confirming that all trains in a certain area have stopped, the ATS workstation sets a shuttle area and sends it to the trackside interlocking subsystem; Step S2, the trackside interlocking subsystem activates the shuttle area after checking that the set conditions are met, and sends the activated state of the shuttle area to the ATS and the trackside area controller; Step S3, the ATS workstation sets a new reverse operation task for the train in the shuttle area, or the ATS automatically triggers a reverse operation task according to the train position; Step S4, the on-board subsystem VOBC reverses and changes the end according to the reverse operation task, and activates a new cab as the head direction; Step S5, the trackside area controller calculates the movement authority of the train in the shuttle area according to the activated head direction of the train; Step S6, the train safely operates in the shuttle area according to the new operation task and the movement authority of the trackside area controller.

3. The method for shuttle operation control of urban rail transit according to claim 2, characterized in that, The shuttle area is configured according to the line conditions.

4. The method for shuttle operation control of urban rail transit according to claim 3, characterized in that, The shuttle area includes a path for shuttle operation, which includes a starting point, an ending point, and the positions of switches included in the path.

5. The method for shuttle operation control of urban rail transit according to claim 2, characterized in that, The method simultaneously activates multiple shuttle areas as needed.

6. The method for shuttle operation control of urban rail transit according to claim 2, characterized in that, In step S2, the trackside interlocking subsystem checks the set conditions specifically including: When the switch positions in the shuttle area are correct and there is no hostile conflict with the approach and protection sections outside the shuttle area, the switches in the shuttle area are locked.

7. The method for shuttle operation control of urban rail transit according to claim 6, characterized in that, The trackside interlocking subsystem checks the shuttle area and the hostile approach into the area to ensure that the train outside the shuttle area is not authorized to enter the shuttle area and collide with the train in the shuttle area.

8. The method for shuttle operation control of urban rail transit according to claim 2, characterized in that, The trackside area controller calculates the movement authority for the train in the shuttle area without relying on the interlocking approach direction.

9. The method for shuttle operation control of urban rail transit according to claim 8, characterized in that, The trackside area controller calculates the movement authority according to the train operation direction and the operation of other trains in the shuttle area to ensure the safe tracking operation of the train in the shuttle area and authorize the train to reverse at any point in the shuttle area.

10. The method for shuttle operation control of urban rail transit according to claim 2, characterized in that, The on-board subsystem VOBC automatically switches and activates the cab according to the operation task from the ATS and reverses at any point in the shuttle area.

11. An electronic device comprising a memory and a processor, said memory having stored thereon a computer program, characterized in that, The processor executes the program to implement the method of any one of claims 1-10.

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

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