CN112061180B - Turnout side-impact protection method and system - Google Patents
Turnout side-impact protection method and system Download PDFInfo
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- CN112061180B CN112061180B CN202010886275.5A CN202010886275A CN112061180B CN 112061180 B CN112061180 B CN 112061180B CN 202010886275 A CN202010886275 A CN 202010886275A CN 112061180 B CN112061180 B CN 112061180B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
- B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
- B61L23/18—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated specially adapted for changing lengths of track sections in dependence upon speed and traffic density
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Abstract
The embodiment of the invention provides a turnout side impact protection method and a turnout side impact protection system, which comprise the following steps: when a driving route is designed, acquiring a first backward slip protection distance of a front vehicle under ATP protection; acquiring a first distance and a second distance when a front vehicle passes through a target turnout; if the first distance is greater than the sum of the second distance and the first backward sliding protection distance, arranging axle counting points according to the maximum safe driving distance of the two vehicles so as to complete the driving route design of the target turnout; the first distance is the distance between an insulation joint of adjacent track sections divided by the boundary of the turnout and a warning mark arranged at the turnout, and the second distance is the maximum distance between the end of the front vehicle and the center of the first wheel pair of the front vehicle. According to the turnout side impact protection method and system provided by the embodiment of the invention, the condition that the side impact risk is prevented and controlled disadvantageously due to backward slipping between the turnout and the front train and the rear train is comprehensively considered in the early stage of the line design, so that the driving safety of the trains passing through the turnout is effectively improved.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a turnout side impact protection method and system.
Background
The side collision (back side collision) of two trains refers to the possibility that the locomotive of one train collides with the carriage of another train, and the side collision generally occurs at the turnout junction. The distance value between the insulation sections and the warning mark along the line direction is closely related to the maximum distance between the end of the train and the center of the first wheel pair, and the mutual relationship between the insulation sections and the warning mark may influence the driving safety and cause the occurrence of side collision, and may also influence the operation efficiency by regulating the vehicle to prevent the occurrence of side collision.
In the prior art, the main consideration of the insulating joint and the police mark arranged near the track is the line design principle of avoiding the side collision of two trains passing through the turnout when a train stops at a certain position. In the turnout side impact protection method in the prior art, aiming at the side impact risk caused by the advancing of another train under the condition that only one train is static, the possibility of backward slipping of the static train in an urban rail transit signal system inevitably exists, and thus hidden danger is brought to the driving safety.
Therefore, how to ensure that the driving safety of the safe train is ensured through the line design under the condition that two trains can move is the problem to be solved by the urban rail transit signal system.
Disclosure of Invention
The embodiment of the invention provides a turnout side impact protection method and system, which are used for overcoming the defect caused by the side impact risk caused by the advancing of another train under the condition that only one train is static in the side impact protection in the prior art, and realizing reasonable and safe turnout side impact protection.
In a first aspect, an embodiment of the present invention provides a switch lateral thrust protection method, which mainly includes: in a driving route design stage, acquiring a first backward slip protection distance of a front vehicle under ATP protection; acquiring a first distance and a second distance between a front vehicle and a rear vehicle passing through a target turnout; if the first distance is greater than the sum of the second distance and the first backward sliding protection distance, arranging axle counting points according to the maximum safe driving distance of the two vehicles so as to complete the driving route design of the target turnout; the first distance is the distance between an insulation joint of adjacent track sections divided by the boundary of the turnout and a warning mark arranged at the turnout, and the second distance is the maximum distance between the end of the front vehicle and the center of the first wheel pair of the front vehicle.
Optionally, the acquiring may further include, before the first backward slip protection distance of the front vehicle under the ATP protection: acquiring the worst slope of the whole line; and determining the first backward slip protection distance of the front vehicle under the ATP protection according to the worst slope of the whole line.
Optionally, if the first distance is smaller than the sum of the second distance and the first back-sliding protection distance, acquiring an actual gradient from the target turnout to the insulation section and within the range of the length of the train; re-determining a second backward sliding protection distance according to the actual gradient; judging whether the first distance is greater than the sum of the second distance and the second backward slipping protection distance according to the second backward slipping protection distance after re-determination; if the distance is larger than the preset maximum safe driving distance, arranging axle counting points according to the maximum safe driving distance of the two vehicles so as to complete the driving route design of the target turnout.
Optionally, if the first distance is smaller than the sum of the second distance and the second back-sliding protection distance, a side-impact protection scheme for the target turnout is formulated; and controlling the front train and the rear train to pass through the target turnout by the ground area control center according to the side impact protection scheme.
Optionally, the above-mentioned controlling, by the ground area control center, the front and rear trains to pass through the target switch according to the side impact protection scheme specifically includes:
determining a side impact protection area according to the second distance and the second backward sliding protection distance at the target turnout; after the front vehicle passes through, judging whether a shaft counting section contained in a logic position in a side impact protection area is occupied or not by using a ground area control center; if the axle counting section is not occupied, extending the movement authorization of the rear vehicle to an outbound axle counting point; if the axle counting zone is occupied, judging the train type of the occupied axle counting zone; if the train type is a non-communication train, the movement authorization of the rear train is set at a protection point of an entrance signal machine of the target turnout; if the train type is a communication vehicle, judging whether the safe driving position of the communication vehicle is overlapped with the side impact protection area; if the superposition does not exist, extending the movement authorization of the rear vehicle to an outbound axle counting point; and if the superposition exists, the movement authorization of the rear car is set at the protection point of the entrance signal machine of the target turnout.
Optionally, the determining a side impact protection area according to the second distance and the second back sliding protection distance at the target turnout mainly includes: taking the frog center of the target turnout as the starting point position of the side impact protection area, and taking the position with the distance from the police impact mark as the sum of the second distance and the second backward sliding protection distance as the terminal point of the side impact protection area to construct the side impact protection area; and a safe driving area is arranged outside the side impact protection area.
Optionally, after the movement authorization of the rear car is set at the guard point of the entry signal of the target switch, in a time period when the rear car enters the target switch and does not pass the guard point, the method may further include: continuously monitoring the lateral impact protection area by using a ground area control center; and if the position of the communication vehicle in the side impact protection area coincides with the safe driving position of the communication vehicle, or the communication vehicle slips into the side impact protection area, carrying out emergency braking control on the rear vehicle.
In a second aspect, an embodiment of the present invention further provides a switch lateral-impact protection system, which mainly includes a backward sliding distance operation unit, a switch information acquisition unit, and a driving route design unit, where:
the backward sliding distance calculation unit is mainly used for acquiring the backward sliding protection distance of the front vehicle under the ATP protection when the driving route is designed; the turnout information acquisition unit is mainly used for acquiring a first distance and a second distance when a front vehicle passes through a target turnout; and the driving route design unit is mainly used for arranging axle counting points according to the maximum safe driving distance of the two vehicles when the first distance is judged to be greater than the sum of the second distance and the backward sliding protection distance so as to complete the driving route design of the target turnout.
The first distance is the distance between an insulation section of an adjacent track section and a police mark arranged at a target turnout, which are divided by the boundary of the target turnout, and the second distance is the maximum distance between the end of a front vehicle and the center of a first wheel pair of the front vehicle.
In a third aspect, an embodiment of the present invention further provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and capable of running on the processor, where when the processor executes the program, the step of the switch backlash prevention method is implemented as any one of the above-mentioned steps.
In a fourth aspect, the embodiments of the present invention further provide a non-transitory computer readable storage medium, on which a computer program is stored, where the computer program, when executed by a processor, implements the steps of the switch side impact protection method as described in any one of the above.
According to the turnout side impact protection method and system provided by the embodiment of the invention, the condition that the side impact risk is prevented and controlled disadvantageously due to backward slipping between the turnout and the front train and between the turnout and the rear train is comprehensively considered in the early stage of the line design, so that the driving safety of the trains passing through the turnout intersection is effectively improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
Fig. 1 is a schematic flow chart of a switch side-impact protection method according to an embodiment of the present invention;
fig. 2 is a schematic diagram of a ground area control center controlling front and rear trains to pass through a turnout according to a side impact protection scheme, according to an embodiment of the present invention;
fig. 3 is a schematic structural diagram of a turnout lateral impact protection system according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without inventive step based on the embodiments of the present invention, are within the scope of protection of the present invention.
Fig. 1 is a method for preventing a turnout from side impact according to an embodiment of the present invention, including, but not limited to, the following steps:
step S1: in a driving route design stage, acquiring a first backward slip protection distance of a front vehicle under ATP protection;
Step S2: acquiring a first distance and a second distance of a front vehicle passing through a target turnout;
step S3: if the first distance is larger than the sum of the second distance and the first backward sliding protection distance, arranging axle counting points according to the maximum safe driving distance of the front vehicle and the rear vehicle so as to complete the driving route design of the target turnout.
The first distance is the distance between an insulation joint of adjacent track sections divided by the boundary of the turnout and a warning mark arranged at the turnout; the second distance is the maximum distance between the end of the leading vehicle and the center of the leading vehicle's first wheel pair.
The value of the distance (L) between the insulation link on the train line and the warning mark in the direction of the line and dividing adjacent track sections as a boundaryJu-police) Maximum distance (L) from train end (outer edge of coupler) to center of first wheel pairHook-wheel) The two are closely related, and the mutual relationship between the two may affect the driving safety and cause the occurrence of side collision, and may also affect the working efficiency by preventing the occurrence of side collision and moving the vehicle.
The warning mark is a mark which is used for indicating that when the rolling stock stops, the rolling stock does not pass through the direction of a turnout or the direction of a line intersection so as to prevent the rolling stock staying on the line from generating side collision with the rolling stock on an adjacent line, and is generally arranged in the middle of the distance between the two confluent lines. The party that is permitted to park the route is called the inside of the warning mark, and the party that is permitted to park the route is called the outside of the warning mark.
As a conventional side impact protection judging method, LAbsolute-police officerLess than LHook-wheelWhen the train runs towards the inner side of the police mark, and all wheel pairs stop over the insulating joints, the coupler may still be located at the outer side of the police mark, and at the moment, the track circuit judges that the track section at the outer side of the police mark is free, so that other trains running through the section may collide with the side face of the train measurement. However, in the above conventional solutions, although the situation that the coupler may still be located outside the police mark to cause a side collision is considered, the situation that the existing safety protection distance is insufficient to ensure safe passing of the following vehicle when the parked preceding vehicle slips back downwards is not considered.
As shown in fig. 2, when two trains pass through switch No. 1, when the front train enters the station through the switch in a reverse position according to the operation plan, and the rear train enters the station through the switch in a positioning manner, after the front train leaves the JZ9, the switch leaves the station and can be triggered to position for the rear train to pass through the route. After the switch is moved to the fixed position and locked, after the F2 signal is opened, although the front vehicle passes through the switch when the rear vehicle passes through the switch, the rear vehicle and the front vehicle which slides backwards still have a certain probability of side collision.
In the turnout side impact protection method provided by the embodiment of the invention, the problem is solved by utilizing the arrangement of axle counting points during the design of a driving route. Taking the driving route shown in fig. 2 as an example, the arrangement of the axle counting point JZ9 not only considers the side impact protection when the train stops, which is related in the prior art, but also considers the side impact protection when the front train slips backwards, which includes but is not limited to:
as an alternative embodiment, the route gradient where the preceding vehicle is currently located may be obtained according to the train route map to calculate the first rollback protection distance where the preceding vehicle is under ATP protection.
Furthermore, related data of train and running line design can be obtained, the distance between an insulating joint of adjacent track sections divided by the boundary of the target turnout and a warning mark arranged at the turnout is obtained as a first distance (recorded as S), and the maximum distance between the end of a front train and the center of a first wheel pair of the front train is obtained as a second distance (L)2)。
Further, let S be more than or equal to LBack slide+L2And if the axle counting points can meet the arrangement conditions, the axle counting point arrangement conditions prove that the side collision cannot occur even if the front vehicle slips backwards and the rear vehicle signals are open, so that the problem of the side collision can be solved in line design.
Specifically, if S ≧ LBackward sliding motion+L2The axle counting points of the target turnout can be arranged according to the mode that two vehicles just meet the maximum safe driving distance, so that the driving route design aiming at the target turnout is completed, and the two trains can automatically pass through the target turnout safely and efficiently based on ATP protection. In the same way, the same method can be adopted to realize the axle counting point design of each turnout of the whole train line.
According to the turnout side impact protection method provided by the embodiment of the invention, the condition that the side impact risk is prevented and controlled disadvantageously due to backward slipping between the turnout and the front train and the rear train is comprehensively considered in the early stage of the line design, so that the driving safety of the trains passing through the turnout intersection is effectively improved.
Based on the contents of the foregoing embodiment, as an alternative embodiment, when the first backward sliding prevention distance of the front vehicle under the ATP protection is obtained in the above step S1, the design drawing of the train route may be retrieved, the worst slope of the whole route (i.e., the maximum value of the slope on the whole route) may be obtained, and the backward sliding prevention distance of the front vehicle may be obtained by using the existing calculation method of the backward sliding prevention distance based on the slope value.
According to the turnout side impact protection method provided by the embodiment of the invention, the back slide protection distance of each turnout on the whole line can be uniformly calculated by utilizing the worst slope of the whole line, the calculation steps are effectively simplified, and the calculated back slide protection distance can meet the safety protection requirement of turnout side impact protection to the greatest extent.
Based on the content of the above embodiment, as an optional embodiment, if the first distance is less than the sum of the second distance and the back-sliding protection distance, acquiring an actual gradient from the target turnout to the insulation joint and within the range of the length of the train; re-determining a second backward sliding protection distance according to the actual gradient; judging whether the first distance is greater than the sum of the second distance and the backward slipping protection distance according to the second backward slipping protection distance after re-determination; if the distance is larger than the preset threshold value, arranging axle counting points according to the maximum safe driving distance of the two vehicles so as to complete the driving route design of the target turnout.
The first backward sliding protection distance is a pre-estimated backward sliding protection distance of the train determined according to the worst slope of the whole line, and the second backward sliding protection distance is an actual backward sliding distance of the train calculated according to the actual slope of the vertical train. Therefore, theoretically, the second back-slip protection distance is smaller than the first back-slip protection distance.
As an alternative embodiment, when performing switch side-rush protection for each different switch, the second back-slip protection distance at each switch may be calculated separately, that is, the second back-slip protection distance is calculated according to the actual slope at the switch. The actual grade of a switch as shown in figure 2 is the grade from the center of the switch to the position JZ9 + the length of the train.
As an alternative embodiment, the first back-sliding protection distance may be performed according to the worst slope of the whole line, and the turnout side-impact protection may be performed according to the distance. If S is greater than or equal to LBack slide+L2And directly arranging axle counting points according to the maximum safe driving distance of the two vehicles to complete the driving route design of the target turnout. If S is less than LBackward sliding motion+L2If the first back-slipping protection distance is calculated according to the worst slope of the whole line, and the turnout side-impact protection line is designed, the axle counting point cannot meet the design requirement. Since the worst slope of the whole line is larger than the actual slope after all, if the second backward slip protection distance calculated according to the actual slope is inevitably smaller than or equal to the first backward slip protection distance calculated according to the worst slope of the whole line, S is known to be smaller than LBackward sliding motion+L2Then, re-determining the back sliding protection distance according to the actual gradient of the target turnout; and according to the second backward slipping protection distance after redetermination, judging S and L again Backward sliding motion+L2If S is greater than or equal to LBackward sliding motion+L2Then, axle counting points can be arranged according to the maximum safe driving distance of the two vehicles so as to complete the driving route design of the target turnout; but if S is still less than LBack slide+L2If the train passes through the target turnout, the situation that the turnout side impact protection cannot be realized according to the arrangement of the axle counting point through the line design is shown, and a certain risk still exists when the train passes through the target turnout.
In view of the above disadvantages, an embodiment of the present invention provides a switch lateral-impact protection method, including: if the first distance is smaller than the sum of the second distance and the second back-sliding protection distance, a side-impact protection scheme aiming at the target turnout is formulated; and controlling the front train and the rear train to pass through the target turnout by the ground area control center according to a side impact protection scheme.
Specifically, if the method described in the above embodiment is used for turnout side impact protection, it is known that S is greater than LBack slide+L2Namely, the side impact protection of the turnout can not be realized completely and reliably only through the line design, by formulating the side impact protection scheme aiming at the target turnout passed by the train,and the ground zone control center (ground ZC for short) is utilized to execute the side impact protection scheme, and the high-reliability side impact protection of the target turnout is realized by matching with the vehicle route design method.
According to the turnout side impact protection method provided by the embodiment of the invention, the side impact risk can be avoided even if sliding after the turnout occurs through axle counting arrangement; if the line condition cannot be met and the ground ATP protection of the CBTC system exists, the lateral rush can not occur under the maximum possible condition through the mobile authorization calculation of the ground ATP.
Based on the content of the foregoing embodiment, as an optional embodiment, the controlling, by the ground area control center, the front train and the rear train to pass through the target turnout according to the side impact protection scheme specifically includes:
determining a side impact protection area according to the second distance and the second backward sliding protection distance at the target turnout; after the front vehicle passes through, judging whether a counting shaft section contained in a logic position in a side impact protection area is occupied or not by using a ground area control center; if the axle counting section is not occupied, extending the movement authorization of the rear vehicle to an outbound axle counting point; if the axle counting zone is occupied, judging the train type occupying the axle counting zone; if the train type is a non-communication train, the movement authorization of the rear train is set at a protection point of an entrance signal machine of the target turnout; if the train type is a communication vehicle, judging whether the safe driving position of the communication vehicle is superposed with the side impact protection area; if the superposition does not exist, extending the movement authorization of the rear vehicle to an outbound axle counting point; and if the coincidence exists, the movement authorization of the rear car is set at the protection point of the entrance signal machine of the target turnout.
As an alternative embodiment, an embodiment of the present invention provides a method for determining a side impact protection area according to a second distance and a second back-sliding protection distance at a target switch, mainly including: taking the frog center of the target turnout as the starting point position of the side impact protection area, and taking the position with the distance from the police impact mark being the sum of the second distance and the second backward sliding protection distance as the terminal point of the side impact protection area to construct the side impact protection area; and a safe driving area is arranged outside the side impact protection area.
Specifically, as shown in fig. 2, when the problem of the side impact still cannot be solved by using the line arrangement method described in the above embodiment, the side impact protection control may also be performed through a ground ZC, including:
1) when judging that F2-F4 is handled through a route, a ZC checks whether a turnout exists on a route from F2 to F4, and when the turnout exists (namely, the turnout 1 is determined as a target turnout), a side impact protection area needs to be established for the target turnout, wherein the method comprises the following steps:
acquiring the turnout frog position as the starting point of a side defense area by the ZC, acquiring the turnout police mark position and according to the police mark position and the LBackward sliding motion+L2And (3) calculating the end point of the side impact protection area, namely:
the distance between the end point position of the side impact protection area and the alarm impact mark is equal to L Backward sliding motion+L2(ii) a The starting point position of the side impact protection area is equal to the position of the turnout frog.
2) After determining the side impact protection zone, the ZC checks whether there is another train in the protection zone, and calculates a movement authorization (MA for short) to avoid side impact for the following train:
firstly, whether an axle counting section contained in the logic position of the protection area is occupied by a non-communication vehicle or not is judged, if the non-communication vehicle is occupied, it is indicated that suspicious trains exist in the protection area, at the moment, guidance is required to be carried out safely, a rear vehicle is not allowed to cross F2, and an MA (MA) of the rear vehicle is placed at a protection point corresponding to an F2 signal machine.
When the non-communication vehicle occupies no space, but the communication vehicle occupies space, it is necessary to determine whether the safety position of the communication vehicle coincides with the protection area. If there is coincidence, it indicates that there is a possibility that the communication train is passing, and at this time, safety processing should also be guided, and the following train is not allowed to pass F2, that is, the MA of the following train is placed at the protection point corresponding to the F2 signal.
When the axle counting section is occupied by the communication vehicle and the safety position of the communication vehicle does not coincide with the protection area, the risk of side collision does not exist at the moment, and the MA of the vehicle needing to be calculated can cross F2 and can be normally calculated to the outbound axle counting position.
When the axle counting section is idle and no safety envelope of any train invades into the idle section, the risk of side collision is considered to be absent at the moment, and the MA of the calculated train can cross F2 and be normally calculated to the outbound axle counting position.
The turnout side impact protection method provided by the embodiment of the invention solves the problem of side collision possibly occurring when the train slips after the train slips through two aspects of line design and system protection, and considers various conditions possibly occurring at the turnout junction in detail to make different movement authorizations, thereby effectively ensuring the driving safety of the train.
Based on the content of the foregoing embodiment, as an optional embodiment, after the authorization of movement of the following car is set at the guard point of the entrance signal of the target switch, in a period of time when the following car enters the target switch and does not pass through the guard point, the method further includes: continuously monitoring the side impact protection area by using a ground area control center; and if the position of the communication vehicle in the side impact protection area coincides with the safe driving position of the communication vehicle, or the communication vehicle slips into the side impact protection area, carrying out emergency braking control on the rear vehicle.
Specifically, after the MA of the following vehicle has crossed the turnout, the ZC still needs to continue to supervise the side-impact area of the turnout, so as to prevent the side-impact area from being occupied again by the non-communication vehicle, or the communication vehicle runs backward and invades the side-impact area, and if an abnormal condition is supervised, the following vehicle should be immediately braked and stopped urgently.
The turnout side impact protection method provided by the embodiment of the invention aims at an operation line which is configured with ground ATP and has the highest grade of CBTC, if the line only supports point type or degraded operation, a method of axle counting point arrangement can be adopted for protection, and meanwhile, if the arrangement of the axle counting point does not meet the protection requirement of backward sliding, a ground area control center outputs limitation, and the risk of backward sliding is ensured not to occur through the operation of a driver.
Fig. 3 is a diagram of a switch lateral thrust protection system provided in an embodiment of the present invention, as shown in fig. 3, which mainly includes a backward sliding distance operation unit 1, a switch information acquisition unit 2, and a driving route design unit 3, where: the backward slip distance calculation unit 1 is mainly used for acquiring a first backward slip protection distance of a front vehicle under ATP protection when a driving route is designed; the turnout information acquisition unit 2 is mainly used for acquiring a first distance and a second distance when a front vehicle passes through a target turnout; and the driving route design unit 3 is mainly used for arranging axle counting points according to the maximum safe driving distance of the two vehicles when the first distance is judged to be greater than the sum of the second distance and the first back-sliding protection distance so as to complete the driving route design of the target turnout. The first distance is the distance between an insulating joint of adjacent track sections divided by the boundary of the target turnout and a warning mark arranged at the target turnout, and the second distance is the maximum distance between the end of the front vehicle and the center of the first wheel pair of the front vehicle.
Specifically, the steps of performing switch side impact protection design on the switch No. 1 shown in fig. 2 by using the switch side impact protection system provided by the embodiment of the invention are as follows:
the backward sliding distance operation unit 1 can be used for obtaining the current route gradient of the front vehicle according to the train route map, and calculating the first backward sliding protection distance of the front vehicle under the ATP protection.
Furthermore, the turnout information acquisition unit 2 can be used for calling relevant information of train and running line design, acquiring the distance between an insulating joint of a boundary segmentation adjacent track section of a target turnout and a police mark arranged at the turnout as a first distance S, and acquiring the maximum distance between the end part of a front train and the center of a first wheel pair of the front train as a second distance L2。
Further, if S is more than or equal to LBackward sliding motion+L2Then, can utilize driving route design unit 3 can just satisfy each meter axle point of target switch according to two cars to accomplish the driving route design to target switch department, and based on ATP protection down, guarantee that two trains can pass through this target switch safely, efficient automation. In the same way, the same method can be adopted to realize the axle counting point design of each turnout of the whole train line.
The turnout side-impact protection system provided by the embodiment of the invention comprehensively considers the unfavorable condition of side-impact risk prevention and control caused by backward slipping between the turnout and the front train and the rear train in the early stage of the line design, thereby effectively improving the driving safety of the trains when passing through the turnout intersection.
It should be noted that, in specific execution, the switch side impact protection system provided in the embodiment of the present invention may be implemented based on the switch side impact protection method described in any of the above embodiments, which is not described in detail in this embodiment.
Fig. 4 illustrates a physical structure diagram of an electronic device, which may include, as shown in fig. 4: a processor (processor)410, a communication interface (communication interface)420, a memory (memory)430 and a communication bus (bus)440, wherein the processor 410, the communication interface 420 and the memory 430 are communicated with each other via the communication bus 440. The processor 410 can call the logic instructions in the memory 430 to execute the switch side impact protection method, which mainly includes: when a driving route is designed, acquiring a first backward slip protection distance of a front vehicle under ATP protection; acquiring a first distance and a second distance when a front vehicle passes through a target turnout; if the first distance is greater than the sum of the second distance and the first backward sliding protection distance, arranging axle counting points according to the maximum safe driving distance of the two vehicles so as to complete the driving route design of the target turnout; the first distance is the distance between an insulation joint of adjacent track sections divided by the boundary of the turnout and a warning mark arranged at the turnout, and the second distance is the maximum distance between the end of the front vehicle and the center of the first wheel pair of the front vehicle.
In addition, the logic instructions in the memory 430 may be implemented in the form of software functional units and stored in a computer readable storage medium when the software functional units are sold or used as independent products. Based on such understanding, the technical solution of the present invention or a part thereof which substantially contributes to the prior art may be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and various media capable of storing program codes.
In addition, the logic instructions in the memory 430 may be implemented in the form of software functional units and stored in a computer readable storage medium when the software functional units are sold or used as independent products. Based on such understanding, the technical solution of the present invention or a part thereof which substantially contributes to the prior art may be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk, and various media capable of storing program codes.
In another aspect, an embodiment of the present invention further provides a computer program product, where the computer program product includes a computer program stored on a non-transitory computer-readable storage medium, where the computer program includes program instructions, and when the program instructions are executed by a computer, the computer is capable of executing the switch side-shoot protection method provided by the foregoing method embodiments, mainly including: when a driving route is designed, acquiring a first backward slip protection distance of a front vehicle under ATP protection; acquiring a first distance and a second distance when a front vehicle passes through a target turnout; if the first distance is greater than the sum of the second distance and the first backward slip protection distance, arranging axle counting points according to the maximum safe driving distance of the two vehicles so as to complete driving route design of a target turnout; the first distance is the distance between an insulation joint of adjacent track sections divided by the boundary of the turnout and a warning mark arranged at the turnout, and the second distance is the maximum distance between the end of the front vehicle and the center of the first wheel pair of the front vehicle.
In another aspect, an embodiment of the present invention further provides a non-transitory computer-readable storage medium, on which a computer program is stored, where the computer program is implemented by a processor to execute the method for turnout side impact protection provided in the foregoing embodiments, and the method mainly includes: when a driving route is designed, acquiring a first backward slip protection distance of a front vehicle under ATP protection; acquiring a first distance and a second distance when a front vehicle passes through a target turnout; if the first distance is greater than the sum of the second distance and the first backward slip protection distance, arranging axle counting points according to the maximum safe driving distance of the two vehicles so as to complete driving route design of a target turnout; the first distance is the distance between an insulation joint of adjacent track sections divided by the boundary of the turnout and a warning mark arranged at the turnout, and the second distance is the maximum distance between the end of the front vehicle and the center of the first wheel pair of the front vehicle.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, and not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (8)
1. A turnout side impact protection method is characterized by comprising the following steps:
in the design stage of a driving route, acquiring a first backward sliding protection distance of a front vehicle under ATP protection;
acquiring a first distance and a second distance of a front vehicle passing through a target turnout;
if the first distance is greater than the sum of the second distance and the first backward sliding protection distance, arranging axle counting points according to the maximum safe driving distance of the front vehicle and the rear vehicle so as to complete the driving route design of the target turnout;
the first distance is the distance between an insulating joint of adjacent track sections divided by the boundary of the target turnout and a warning mark arranged at the turnout, and the second distance is the maximum distance between the end of the front vehicle and the center of a first wheel pair of the front vehicle;
If the first distance is smaller than the sum of the second distance and a second back-rolling protection distance, determining a side-impact protection area according to the second distance and the second back-rolling protection distance at the target turnout;
after the front vehicle passes through, judging whether a shaft counting section contained in a logic position in the side impact protection area is occupied or not by using a ground area control center;
if the axle counting section is not occupied, extending the movement authorization of the rear vehicle to an outbound axle counting point;
if the axle counting zone is occupied, judging the train type occupying the axle counting zone;
if the train type is a non-communication train, setting the movement authorization of the rear train at a protection point of an entrance signal machine of the target turnout;
if the train type is a communication vehicle, judging whether the safe driving position of the communication vehicle is overlapped with the side impact protection area;
if no coincidence exists, extending the movement authorization of the rear vehicle to an outbound axle counting point;
if the coincidence exists, the movement authorization of the rear vehicle is set at the protection point of the entrance signal machine of the target turnout;
and the second back slide protection distance is determined according to the actual gradient within the range from the target turnout to the insulation section and the length of the train.
2. The turnout side impact protection method according to claim 1, further comprising, before said obtaining a first back-slip protection distance of a front vehicle under ATP protection:
acquiring the worst slope of the whole line;
and determining the first backward slip protection distance of the front vehicle under the ATP protection according to the worst slope of the whole line.
3. The turnout side impact protection method according to claim 2,
if the first distance is smaller than the sum of the second distance and the first backward slipping protection distance, judging whether the first distance is larger than the sum of the second distance and the second backward slipping protection distance according to the second backward slipping protection distance;
if the distance is larger than the preset maximum safe driving distance, arranging axle counting points according to the maximum safe driving distance of the two vehicles so as to complete the driving route design of the target turnout.
4. The switch side impact protection method according to claim 1, wherein said determining a side impact protection zone based on said second distance and said second back roll protection distance at said target switch comprises:
taking the frog center of the target turnout as the starting point position of the side impact protection area, and taking the position with the distance from the warning impact mark as the sum of a second distance and the second backward sliding protection distance as the terminal point of the side impact protection area to construct the side impact protection area; and a safe driving area is arranged outside the side impact protection area.
5. The switch lateral rush protection method according to claim 1, wherein after the movement authorization of the rear vehicle is set at the protection point of the entrance signal of the target switch, the rear vehicle is waiting for a period of time when entering the target switch and not passing the protection point, further comprising:
continuously monitoring the side impact protection area by using the ground area control center;
and if the position of the communication vehicle in the side impact protection area coincides with the safe driving position of the communication vehicle, or the communication vehicle slips into the side impact protection area due to the back slip, carrying out emergency braking control on the rear vehicle.
6. A switch side blow protection system, characterized in that includes:
the backward sliding distance calculation unit is used for acquiring a first backward sliding protection distance of a front vehicle under ATP protection when a driving route is designed;
the turnout information acquisition unit is used for acquiring a first distance and a second distance when a front vehicle passes through a target turnout;
the driving route design unit is used for arranging axle counting points according to the maximum safe driving distance of the two vehicles when the first distance is judged to be larger than the sum of the second distance and the first backward sliding protective distance so as to complete the driving route design of the target turnout;
The first distance is the distance between an insulation joint of adjacent track sections divided by the boundary of the target turnout and a warning mark arranged at the target turnout, and the second distance is the maximum distance between the end of the front vehicle and the center of a first wheel pair of the front vehicle;
the driving line design unit is also used for:
if the first distance is smaller than the sum of the second distance and a second back-sliding protection distance, determining a side-impact protection area according to the second distance and the second back-sliding protection distance at the target turnout;
after the front vehicle passes through, judging whether a shaft counting section contained in a logic position in the side impact protection area is occupied or not by using a ground area control center;
if the axle counting section is not occupied, extending the movement authorization of the rear vehicle to an outbound axle counting point;
if the axle counting zone is occupied, judging the train type occupying the axle counting zone;
if the train type is a non-communication train, setting the movement authorization of the rear train at a protection point of an entrance signal machine of the target turnout;
if the train type is a communication vehicle, judging whether the safe driving position of the communication vehicle is overlapped with the side impact protection area;
If the superposition does not exist, extending the movement authorization of the rear vehicle to an outbound axle counting point;
if the coincidence exists, the movement authorization of the rear car is set at the protection point of the entrance signal machine of the target turnout;
and the second back-sliding protection distance is determined according to the actual gradient within the range from the target turnout to the insulation section and the length of the train.
7. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor executes the program to implement the steps of the switch backlash prevention method according to any one of claims 1 to 5.
8. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the steps of the switch side-impact protection method according to any one of claims 1 to 5.
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| CN112693499A (en) * | 2021-01-11 | 2021-04-23 | 北京全路通信信号研究设计院集团有限公司 | Method and system for preventing side collision of train in station |
| CN113401186B (en) * | 2021-06-30 | 2024-04-09 | 通号城市轨道交通技术有限公司 | Switch resource management method and device |
| CN113942550A (en) * | 2021-09-30 | 2022-01-18 | 交控科技股份有限公司 | Method and device for protecting lateral turnout intrusion limit of train |
| CN114179875B (en) * | 2021-12-13 | 2024-04-26 | 交控科技股份有限公司 | Optimizing method and device for train departure tracking distance under moving block |
| CN114590291B (en) * | 2022-02-23 | 2023-08-18 | 卡斯柯信号有限公司 | Automatic generation method and device for emergency stop area based on turnout |
| CN114715230B (en) * | 2022-03-08 | 2024-04-05 | 通号城市轨道交通技术有限公司 | Train protection method, device, electronic equipment and storage medium |
| CN115782978A (en) * | 2022-11-21 | 2023-03-14 | 通号城市轨道交通技术有限公司 | Train safety protection method and system |
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