Train failure rescue management method, equipment and medium for TACS system

Abstract

The present invention relates to a train failure rescue management method for a TACS system. In the process of executing train failure rescue, the method regards the faulty train and the rescue train as two independent controlled train units. The automatic train monitoring system ATS gives tasks to the two independent controlled train units respectively, and the onboard controller CC or the trackside train manager WSTC actively applies for resources according to the tasks given by the ATS. Compared with the prior art, the present invention has the advantages of getting rid of the problem of the single existing route management method and improving the convenience of rescue.

Description

Technical Field

[0001] The invention relates to a train signal control system, and in particular to a train failure rescue management method, equipment and medium for a TACS system. Background Art

[0002] In the train control system based on continuous two-way train-to-ground communication (CBTC system for short), the train tracks its position based on the positioning message given by the train itself or the information of the secondary detection equipment on the trackside. The system is based on the route mode, and at the same time, it implements interval protection management and operation safety protection for the train through the positioning message given by the train or the occupancy status of the secondary detection equipment on the trackside.

[0003] The rescue marshaling mode of the train after the fault is to couple the faulty train with a power locomotive or electric passenger car. The operation mode is to pull or push the train away from the main line by the power locomotive or electric passenger car. The rescue management of the CBTC system is mainly completed by the joint calculation of the area controller and the computer interlocking. The area controller provides logical conditions to the computer interlocking according to the position information sent by the train and the status of the secondary detection equipment. The computer interlocking manages the safe operation of the rescue train through the route mode according to the current section occupancy status.

[0004] The CBTC signal system mainly manages rescue trains through the route method. Compared with the CBTC system, the train autonomous operation system (TACS system) based on vehicle-to-vehicle communication takes the train as the control core, and the train autonomously calculates the movement authorization. If a train fails, the trackside train controller will take over the train to autonomously calculate the movement authorization. The system no longer relies on the traditional trackside controller and computer interlocking to calculate the movement authorization based on the route information and the train occupied section information. The train is autonomously controlled according to the resources applied for.

[0005] Therefore, for the TACS system, how to solve the problem of the single existing route management method has become a technical problem that needs to be solved. Summary of the invention

[0006] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a train failure rescue management method, equipment and medium for a TACS system.

[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 train fault rescue management method for a TACS system is provided. During the train fault rescue execution process, the method regards the faulty train and the rescue train as two independent controlled train units, and the automatic train monitoring system ATS gives tasks to the two independent controlled train units respectively, and the on-board controller CC or the trackside train manager WSTC actively applies for resources according to the tasks given by the ATS.

[0009] As a preferred technical solution, when the rescue train needs to approach the faulty train, the faulty train and the rescue train apply for the same-direction task to ensure dual management of the turnouts or side impact zone resources in the rescue path during the rescue coupling process.

[0010] As a preferred technical solution, the rescue train approaches the faulty train in manual mode or automatic driving mode according to the mission and completes the rescue coupling.

[0011] As a preferred technical solution, after the coupling is completed, the rescue train and the faulty train need to apply for the same-direction mission again.

[0012] As a preferred technical solution, the rescue train and the faulty train each apply for the line resources ahead based on the received tasks, and the resources applied for simultaneously in the path can be reused. When the paths are the same, the resources are managed simultaneously by the two trains.

[0013] As a preferred technical solution, the rescue train and the faulty train manage resources at the same time, which can ensure that during the rescue coupling process, resources must be released by both trains at the same time to be actually released; at the same time, only when the tasks of the two trains are consistent and both have calculated the permission to run in the same direction, the signal in front of the train will give a permission signal.

[0014] As a preferred technical solution, this method confirms the location of the faulty train through the train ATS system after the train completes the rescue activities.

[0015] As an optimal technical solution, after the rescue train and the faulty train are decoupled, the signal lights around the faulty train continue to give prohibition signals. After confirming that the decoupling is completed, the rescue train re-acquires the operating task on the spot and applies for resources based on the new operating task and directly engages in subsequent operations in automatic operation mode.

[0016] According to a second aspect of the present invention, there is provided an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and the method described above is implemented when the processor executes the program.

[0017] According to a third aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon, wherein the program implements the method described above when executed by a processor.

[0018] Compared with the prior art, the present invention has the following advantages:

[0019] 1) The present invention processes the line resource allocation. When executing train failure rescue, the rescue train and the faulty train are managed as independent units. The independent unit management can achieve differentiated management methods, get rid of the problem of the single route management method, and improve the convenience of rescue.

[0020] 2) The TACS system of the present invention applies for resources and calculates operation authorization based on the respective tasks of the rescue trains. At the same time, the trains will immediately release the resources that have been applied for according to their own positions, thus getting rid of the existing route management method of managing coupled trains through a single route, and reducing the impact of rescue on operations.

[0021] 3) The TACS system of the present invention can realize the sharing and joint management of the same-direction task resources. In the rescue process, the resources that need to be managed in the rescue, such as turnouts and side impact areas, can be dually managed in this way, which further improves the safety.

[0022] 4) In the TACS system of the present invention, when the two trains in rescue coupling and the train in manual driving mode apply for the same-direction task and the resources within the same-direction task have been allocated, the system will light up the signal and give a permission signal according to the status of the mobile authorization. The conflict check of the two trains applying for resources during the rescue process improves the safety of the overall rescue process.

[0023] 5) After the rescue is completed by the present invention, the rescue train can apply for resources at any location according to the newly received task to return to the main line and put into operation, thereby improving the efficiency of operation recovery. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is the overall architecture diagram of the TACS system;

[0025] Figure 2 Illustration of the rescue plan for train failure under the management of the onboard controller of the TACS system Figure 1 ;

[0026] Figure 3 Illustration of the rescue plan for train failure under the management of the onboard controller of the TACS system Figure 2 ;

[0027] Figure 4 Illustration of the rescue plan for train failure under the management of the onboard controller of the TACS system Figure 3 ;

[0028] Figure 5 Illustration of the rescue plan for train failure under the management of the onboard controller of the TACS system Figure 4 ;

[0029] Figure 6 Illustration of the rescue plan for train failure under the management of the onboard controller of the TACS system Figure 5 ;

[0030] Figure 7 Illustration of the train failure rescue plan under the control of the on-board and trackside train controller Figure 1 ;

[0031] Figure 8 Illustration of the train failure rescue plan under the control of the on-board and trackside train controller Figure 2 ;

[0032] Fig. 9 Illustration of the train failure rescue plan under the control of the on-board and trackside train controller Figure 3 ;

[0033] Fig.10 Illustration of the train failure rescue plan under the control of the on-board and trackside train controller Figure 4 ;

[0034] Fig.11 Illustration of the train failure rescue plan under the control of the on-board and trackside train controller Figure 5 . DETAILED DESCRIPTION

[0035] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0036] like Figure 1As shown in the figure, the train autonomous operation system based on vehicle-to-vehicle communication mainly includes the trackside resource manager (WSIC), the trackside train manager (WSTC), the target controller (OC), the automatic train monitoring system (ATS), the onboard controller (CC), the backup positioning system (BLS), and the transponder. Among them, the ATS subsystem is responsible for supervising and controlling the operation of the train, and has the functions of train tracking operation, alarm and event reporting, operation adjustment, and operation control; WSIC is responsible for line resource allocation and recovery, train sequence management, signal control processing, etc.; WSTC is mainly responsible for managing and tracking faulty trains, taking over faulty trains to apply for and release resources, and interacting with adjacent trains; OC mainly realizes the state collection and drive of trackside equipment, including the drive and state collection of signal machines; CC requests and releases line resources according to the plan, actively controls the train, and realizes the train safety protection function and the train automatic driving function; the transponder is responsible for providing the location information in combination with the line map; BLS mainly provides the corresponding train ID and train location information to the trackside train controller based on the acquired transponder information to realize the location tracking of the downgraded train; BLS is arranged on the train and cooperates with WSTC to complete the operation of the downgraded train. The train operation modes of the TACS system include TACS mode and manual mode. When the train is in a state of complete onboard safety protection, the train is considered to be in TACS mode. When the train is not in a state of complete onboard safety protection and safety protection is performed manually, the train is considered to be in manual mode.

[0037] The TACS system train rescue solution manages trains that need rescue and trains that implement rescue separately. The train control can be the train control system CC or the trackside train control system WSTC. Figure 2 and Figure 7 As shown, the faulty train can be controlled by a train controller. When the onboard controller or the train communication equipment fails completely, the trackside train controller can take over the control of the train.

[0038] like Figure 3 and Figure 8 As shown in the figure, the central controller assigns tasks to train A (rescue train) and train B (fault train) respectively. Train A and train B apply for resources according to the received tasks. After obtaining the information that the resources have been allocated from WSIC, train A and train B calculate the mobile authorization MA respectively. Based on the independent resource management method of each task, the fault train can obtain the resources required for rescue in advance, and at the same time ensure that the rescue train can approach the fault train in automatic driving mode with the acquired resources and carry out rescue activities.

[0039] like Figure 4 and Fig. 9As shown in the figure, after train A and train B complete the rescue coupling, the two trains need to run in the same direction in manual mode at the same time. Train A and train B apply for resources respectively according to the received tasks. When train A and train B get feedback from WSIC that the resources have been allocated, train A and train B will calculate their own movement authorization respectively. When the train selects the manual driving mode, the train will apply to light up the signal ahead. Only when the movement authorization in the same direction crosses the signal in the running direction, WSIC will give a permission signal. When the running task directions of train A and train B are inconsistent, only the train close to the resource can obtain the resource, and the train far away from the resource will not be able to obtain the resource. After train A and train B are coupled and the manual driving mode is selected, WSIC will allow the signal to change to the permission state only when the movement authorization of train A and train B crosses the signal at the same time.

[0040] like Figure 5 and Fig.10 As shown, train A (rescue train) pushes train B (fault train) to the defined fault train location according to the signal display ahead. The mission end signal will continue to maintain the prohibited signal state.

[0041] like Figure 6 and Fig.11 As shown in the figure, after train A completes the rescue, the central controller can update the task anywhere according to the operation requirements. When train A receives a new task, it applies for resources based on the operation task. After receiving the resource status permission information given by WSIC, train A calculates the operation authorization MA accordingly and puts it back into operation. At the same time, train B, which is located at the parking position of the faulty train, maintains the manual driving mode, and the signals on both sides of the train maintain the prohibition signal prompt.

[0042] The above is an introduction to the method embodiment. The following is a further explanation of the scheme of the present invention through electronic equipment and storage medium embodiments.

[0043] 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.

[0044] Multiple components in the device are connected to the I / O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunication networks.

[0045] The processing unit performs the various methods and processes described above, such as the method of the present invention. For example, in some embodiments, the method of the present invention 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 method of the present invention described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the method of the present invention by any other appropriate means (e.g., by means of firmware).

[0046] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, 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 chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0047] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes 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 the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0048] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0049] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A train failure rescue management method for a TACS system, characterized in that: In the process of train failure rescue, the method regards the faulty train and the rescue train as two independent controlled train units. The automatic train monitoring system ATS gives tasks to the two independent controlled train units respectively, and the onboard controller CC or the trackside train manager WSTC actively applies for resources according to the tasks given by the ATS. In this method, when the rescue train needs to approach the faulty train, the faulty train and the rescue train apply for the same-direction mission, so as to ensure that during the rescue coupling process, the turnout or side-surge zone resources in the rescue path are managed in a dual manner; The rescue train approaches the faulty train in manual mode or automatic driving mode according to the mission and completes the rescue coupling; After the coupling is completed, the rescue train and the faulty train need to apply for the same-direction mission again; The rescue train and the faulty train each apply for the line resources ahead based on the received tasks. The resources applied for simultaneously in the path can be reused. In the case of the same path, the resources are managed by the two trains simultaneously. The rescue train and the faulty train manage resources at the same time, which can ensure that during the rescue coupling process, resources must be released by both trains at the same time to be actually released; at the same time, only when the tasks of the two trains are consistent and both have calculated the permission for running in the same direction, the signal in front of the train will give a permission signal.

2. A train failure rescue management method for a TACS system according to claim 1, characterized in that: In this method, after the train completes the rescue operation, the faulty train location is confirmed through the train ATS system.

3. A train failure rescue management method for a TACS system according to claim 1, characterized in that: After the rescue train and the faulty train are separated, the signal lights around the faulty train continue to give prohibition signals. After confirming that the separation is completed, the rescue train reacquires the operating task on the spot and applies for resources based on the new operating task and directly engages in subsequent operations in automatic operation mode.

4. 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 3 is implemented.

5. 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 3 is implemented.

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