Train repositioning method, device, electronic equipment and medium

Abstract

The present invention relates to a train relocation method, device, electronic device, and medium. The method comprises: S101, recording the positions of existing trackside identifiable markers along the entire line; S102, confirming the current actual status of the train when a train loses its position due to equipment or communication failure on the line; S103, driving the train to stop in front of the nearest trackside identifiable marker within the forward protection range; S104, sending a train relocation request to a trackside control system; S105, after receiving the train relocation request, the trackside control system verifies and feeds back a receipt of the request to the ATS system; S106, within the validity period of the safety command, the central dispatching terminal sends a confirmation command for the train relocation, performing a second confirmation of the relocation; S107, upon receiving the correct confirmation command sent by the ATS system within the validity period, the trackside control system creates a fault train protection envelope within a limited range in front of the marker. Compared with the prior art, the present invention has the advantages of convenience, low cost, and safety.

Description

Technical Field

[0001] The present invention relates to a train signal control system, and in particular to a train repositioning method, device, electronic equipment and medium for a TACS system or a CBTC system. Background Art

[0002] In recent years, the CBTC (Communication Based Train Control) system has become the preferred signaling system for urban rail transit in China. The TACS (Train Autonomous Control System) builds on the CBTC system by incorporating new technologies such as sensors, artificial intelligence, and image recognition to enhance the autonomous control and intelligence capabilities of the train control system. This new system optimizes operational efficiency and costs while ensuring safety.

[0003] In the TACS system, the train positioning module plays a vital role as the core function supporting the train's "moving block" and is the foundation for the efficient operation of the TACS system. Once the system loses train positioning information due to various reasons (such as positioning system failure, communication system failure, etc.), the TACS system will be unable to monitor the current position and status of the train in real time, unable to provide ATP protection for the train, and unable to support moving block-level tracking between other trains and the train. Therefore, it is necessary to provide the system with a method for train repositioning, providing the system with train location information in the above-mentioned fault conditions, ensuring the system's safety protection for the faulty train, and allowing the system to release non-essential resources (such as sections, switches, etc.) occupied by the faulty train to resume the operation of other trains.

[0004] At present, the faulty train relocation method of the existing CBTC system mainly relies on secondary train positioning equipment such as axle counters and track circuits. These secondary train positioning devices are separate devices independent of the signal system. To realize their functions, the entire line needs to be divided into several track sections in the system design. Each section needs to install special equipment on the trackside to calculate the number of wheel pairs entering and exiting the section or the electromagnetic information short-circuit status of each section to determine the train's occupancy of the track section. The trackside equipment uploads the occupancy status of each section to the central processing cabinet for statistics, and then sends it to the signal system through hard-wired relays or wired networks. These methods do not rely on the train's own positioning system, nor on wireless network transmission, so they can achieve rough positioning of the faulty train. However, the shortcomings of the above-mentioned existing faulty train relocation solutions are:

[0005] 1. It is necessary to define the track section information of the entire line. Once the track section length is defined, it is fixed and cannot be changed. To improve positioning accuracy, the track section length needs to be shortened and the number of track sections needs to be increased.

[0006] 2. The occupancy status of the track section cannot reflect the actual position of the train within the section;

[0007] 3. It is necessary to add interfaces between the signal system and the secondary train positioning equipment, including hard-wired relay interfaces and network interfaces;

[0008] 4. Secondary train positioning equipment requires the installation of a large number of equipment along the entire line and in the central equipment room, as well as corresponding cables, cabinets, etc. The more track sections there are, the more trackside equipment there is. This results in more failure points, a large amount of installation and debugging, and a large amount of maintenance work after operation.

[0009] With the continuous advancement of urban rail CBTC system technology, the reliability and availability of signaling equipment are constantly improving, the failure rate of train equipment and communication equipment is further decreasing, and train degradation rarely occurs. At the same time, operating companies have gradually gained more management experience. Even if individual trains fail, operators can quickly remove the trains from the line to restore mobile block operation on the entire line. The fixed block train positioning solution provided by the above-mentioned secondary train positioning system is gradually unable to adapt to the needs of rapid recovery operations. To solve the above problems and better meet operational needs, a more convenient and simple method for locating faulty trains must be designed. This method does not rely on secondary train positioning equipment, can meet the needs of operators to quickly remove trains from the line to restore normal operations, and can reduce the workload of maintenance personnel.

[0010] At the same time, as a new generation of CBTC train control system, the TACS system's faulty train relocation solution needs to consider reducing the complexity of the system architecture, simplifying the system equipment, and taking into account the operational needs of operators and the need to optimize operation and maintenance costs. Therefore, how to achieve this has become a technical problem that needs to be solved. Summary of the Invention

[0011] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a convenient, low-cost and safe train relocation method, device, electronic equipment and medium, which can restore and optimize the safety protection range of trackside equipment for faulty trains.

[0012] The purpose of the present invention can be achieved by the following technical solutions:

[0013] According to a first aspect of the present invention, a train relocation method is provided, the method comprising the following steps:

[0014] Step S101: Record the locations of all existing trackside identifiable markers along the entire line and enter their corresponding coordinate mileage into the system database;

[0015] Step S102: When a train loses its position due to equipment or communication failure on the line, the central dispatch terminal and the driver terminal confirm the current actual status of the train;

[0016] Step S103: After confirming the train status, the central dispatch terminal instructs the driver terminal to manually drive the train in the current running direction and stop it in front of the nearest identifiable trackside marker within the forward protection range;

[0017] Step S104: After the central dispatch terminal and the driver terminal confirm the current train parking position and status, a train relocation request is sent to the trackside control system;

[0018] Step S105: After receiving the train relocation request, the wayside control system verifies and sends a receipt of the request to the ATS system.

[0019] Step S106: within the valid time of the safety command, the central dispatching terminal sends a confirmation command for the train relocation, and performs a second confirmation of the relocation;

[0020] In step S107, the wayside control system receives the correct confirmation command sent by the ATS system within the validity period, creates a fault train protection envelope within a limited range in front of the marker, and feeds back the result to the ATS system.

[0021] As a preferred technical solution, the identifiable markers in step S101 include traffic lights and stop signs.

[0022] As a preferred technical solution, the information in step S101 is displayed on the ATS interface.

[0023] As a preferred technical solution, in step S102, when the train loses its position, the train will automatically brake to a stop, and the ATS system will be unable to update the train position. After a tolerance time interval, it will be marked as a train-lost-position state and the position display before the train lost its position will be maintained.

[0024] As a preferred technical solution, the central dispatching terminal and the driver terminal confirm the current status of the train in step S102 specifically as follows:

[0025] If the train has stopped and the fault has not been restored, the train's safety protection is taken over by the trackside control system. The train cannot be driven in automatic mode and can only be driven in manual mode through the driver terminal.

[0026] As a preferred technical solution, the central dispatching terminal in step S104 sends a request to the trackside control system in the form of a HILC command.

[0027] As a preferred technical solution, in step S104, the central dispatching terminal sends a request to the trackside control system by clicking the designated trackside marker icon.

[0028] As a preferred technical solution, in step S104, the central dispatching terminal sends a request to the trackside control system by inputting the serial number of the designated trackside identifier.

[0029] As a preferred technical solution, the request content in step S104 is: the trackside control system creates a train position in front of the marker.

[0030] As a preferred technical solution, the trackside control system in step S107 in step S104 checks the correctness of the HILC command confirmation code within the time limit. If it is correct, the relocation of the train is completed and feedback is given that the relocation is successful; if it is wrong, feedback is given that the relocation fails.

[0031] As a preferred technical solution, the fault train protection envelope creation in step S107 is specifically as follows:

[0032] Using the identifiable trackside marker as a reference, a protection envelope for the faulty train is created in a limited area upstream in the direction corresponding to the marker.

[0033] As a preferred technical solution, the method further includes:

[0034] Step S108: The ATS system displays a prompt indicating that the relocation command is successful, and updates the train position status and position display.

[0035] According to a third aspect of the present invention, there is provided an apparatus for the train relocation method, comprising a trackside control system and an ATS system, wherein the ATS system exchanges train relocation information with the trackside control system via HILC commands.

[0036] As an optimal technical solution, the ATS system includes a control center ATS server and a central ATS workstation, which are responsible for displaying the train status and position and monitoring the train's operation functions; the trackside control system is responsible for the management and control of faulty trains, including train positioning management, tracking, task management, resource application and release.

[0037] According to a third aspect of the present invention, an electronic device is provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the method when executing the program.

[0038] According to a fourth aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the method described above is implemented.

[0039] Compared with the prior art, the present invention has the following advantages:

[0040] 1) The present invention does not rely on trackside secondary train positioning equipment such as axle counters or track circuits, saving a lot of secondary train positioning equipment and cable costs;

[0041] 2) Since the present invention does not require a secondary train positioning device, the interface and software logic between the TACS system and the device are reduced, simplifying the architecture of the TACS system;

[0042] 3) The present invention does not require the definition of a fixed-length track area along the entire line, so the impact range after the faulty train is relocated is not limited by the fixed section length, which can minimize the range occupied by the faulty train;

[0043] 4) The present invention does not require any additional trackside equipment. Train relocation can be completed only through the ATS security software protocol and double confirmation by central and station staff or driver terminals;

[0044] 5) The present invention is based on the principle of re-establishing the position of the faulty train using trackside reference markers as reference points. It is easy to operate and does not rely on external equipment. In theory, it can flexibly relocate the faulty train at any position within the entire line.

[0045] 6) For the CBTC moving block system, the present invention's relocation method eliminates fixed block sections, thereby releasing non-essential resources to the maximum extent possible, allowing other normal trains on the line to continue to maintain moving block operations, thereby improving operational efficiency in the event of a train failure. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 It is a structural schematic diagram of the device of the present invention;

[0047] Figure 2 Detailed flow chart of the method of the present invention;

[0048] Figure 3 This is a rendering of a specific implementation of the present invention. DETAILED DESCRIPTION

[0049] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0050] like Figure 2 As shown, the present invention provides a train relocation method for a TACS system, and the process is as follows:

[0051] Step S101: When a train loses its position due to equipment failure or communication failure, the train will automatically brake to a stop. The ATS system cannot update the train position. After a tolerance time interval, the train will be marked as lost and the position display before the train lost its position will be maintained.

[0052] Step S102: The central dispatch terminal and the driver terminal confirm the current status of the train. If the train has stopped and the fault has not been restored, the train's safety protection is taken over by the trackside control system. The train cannot be driven in automatic mode and can only be driven in manual mode through the driver terminal.

[0053] Step S103: After the driver terminal confirms that the train has stopped, the train is switched to manual driving mode. At this time, the system will not release the resources acquired by the faulty train.

[0054] In step S104, the central dispatch terminal instructs the driver terminal to manually drive the train at a certain speed limit to stop at the nearest trackside identifiable marker (such as a signal, stop sign, etc.) within the protection range ahead of the current running direction based on the current train position confirmed with the driver terminal.

[0055] Step S105: The driver terminal drives the train to a specific range in front of the designated marker according to the instruction of the central dispatch terminal, and stops the train, and confirms with the central dispatch terminal;

[0056] Step S106: After the central dispatch terminal and the driver terminal confirm the train's parking status and position, the central dispatch terminal clicks the designated trackside marker icon (or enters the serial number) to request the trackside control system to create a train position in front of the marker using a HILC request command.

[0057] Step S107: After receiving the HILC request for train relocation, the wayside control system verifies the relevant conditions and then feeds back a receipt of the request to the ATS.

[0058] Step S108: within the valid time of the safety command, the central dispatch terminal sends a HILC confirmation command for the train relocation to perform a second confirmation of the relocation;

[0059] In step S109, when the wayside control system receives the correct HILC confirmation command sent by the ATS within the validity period, it will create a fault train protection envelope within a limited range in front of the marker and feed back the result to the ATS.

[0060] Step S110: ATS displays a prompt indicating that the relocation command is successful, and updates the train position status and position display.

[0061] like Figure 3 As shown in the figure, when a train loses its position in the S2 to S1 section, the system does not release resources for the authorized train, but cannot confirm the train's actual location. This means that to the system, the train could be anywhere within the S2 to S1 section. Therefore, all resources within this section are protected and cannot be allocated to other trains. At this point, the central dispatching terminal and the driver terminal jointly confirm the train's current status. The driver terminal manually drives the train to a stop in front of the nearest trackside marker (S1 signal) in the direction of travel. After stopping, the central dispatching terminal sends a train repositioning request via the HILC command. After secondary confirmation by the trackside control system, the trackside control system establishes the train's position within a limited distance in front of the S1 signal. The remaining sections within the S2 to S1 section are considered cleared and can be used by other trains, improving resource utilization efficiency in the event of a train failure. HILC safety commands require secondary confirmation from the dispatcher and driver terminal to prevent operational errors.

[0062] The present invention does not require additional hardware equipment, and its cost advantage over existing secondary train positioning systems such as axle counters and track circuits is obvious. Considering the large amount of work required for subsequent equipment maintenance of existing secondary train positioning systems, the advantages of the present invention will be even more obvious.

[0063] The above is an introduction to a method embodiment. The following further illustrates the solution of the present invention through an apparatus embodiment.

[0064] like Figure 1 As shown in Figure 1, the TACS systems primarily involved in this method include the trackside control system and the automatic train monitoring system (ATS). The ATS subsystem, consisting of the control center ATS server and central ATS workstation, is responsible for functions such as displaying train status and position and monitoring train operation. The trackside control system is primarily responsible for managing and controlling faulty trains, including train location management, tracking, task management, and resource application and release. This method uses HILC commands (a secondary confirmation safety command protocol) to exchange train relocation information between the ATS system and the trackside control system.

[0065] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the described module can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0066] 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.

[0067] Many components in a device are connected to the I / O interface, including: input units, such as a keyboard and mouse; output units, such as various types of displays and speakers; storage units, such as magnetic disks and optical disks; and communication units, such as network cards, modems, and wireless communication transceivers. The communication unit allows the device to exchange information / data with other devices via computer networks such as the Internet and / or various telecommunication networks.

[0068] The processing unit performs the various methods and processes described above, such as methods S101 to S110. For example, in some embodiments, methods S101 to S110 may 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 may be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of methods S101 to S110 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S101 to S110 by any other appropriate means (e.g., by means of firmware).

[0069] The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip (SOCs), complex programmable logic devices (CPLDs), and the like.

[0070] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. Such program code can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device so that when the program code is executed by the processor or controller, the functions / operations specified in the flow chart and / or block diagram are implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0071] In the context of the present invention, machine-readable medium can be a tangible medium that can contain or store a program for use with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. Machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. More specific examples of machine-readable storage media can include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0072] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A train relocation method, characterized in that: The method comprises the following steps: Step S101: Record the locations of all existing trackside identifiable markers along the entire line and enter their corresponding coordinate mileage into the system database; Step S102: When a train loses its position due to equipment or communication failure on the line, the central dispatch terminal and the driver terminal confirm the current actual status of the train; Step S103: After confirming the train status, the central dispatch terminal instructs the driver terminal to manually drive the train in the current running direction and stop it in front of the nearest identifiable trackside marker within the forward protection range; Step S104: After the central dispatch terminal and the driver terminal confirm the current train parking position and status, a train relocation request is sent to the trackside control system; Step S105: After receiving the train relocation request, the wayside control system verifies and sends a receipt of the request to the ATS system. Step S106: within the valid time of the safety command, the central dispatching terminal sends a confirmation command for the train relocation, and performs a second confirmation of the relocation; Step S107: The wayside control system receives a correct confirmation command from the ATS system within the validity period, creates a fault train protection envelope within a limited range in front of the marker, and feeds the result back to the ATS system; In step S104, the central dispatch terminal sends a request to the trackside control system in the form of a HILC command; The trackside control system in step S107 checks the correctness of the HILC command confirmation code within the time limit. If it is correct, the relocation of the train is completed and a feedback of relocation success is given; if it is wrong, a feedback of relocation failure is given; The creation of the fault train protection envelope in step S107 is specifically as follows: Using the trackside identifiable marker as a reference, a protective envelope for the faulty train is created within a limited area upstream of the marker. In step S104, the central dispatch terminal sends a request to the trackside control system by inputting the serial number of the designated trackside marker; the request in step S104 is that the trackside control system creates a train position in front of the marker; The position of the faulty train is recreated using trackside reference markers as reference points, enabling flexible relocation of the faulty train at any location along the entire line.

2. A train relocation method according to claim 1, characterized in that: The identifiable markers in step S101 include traffic lights and stop signs.

3. A train relocation method according to claim 1, characterized in that: The information in step S101 is displayed on the ATS interface.

4. A train relocation method according to claim 1, characterized in that: In step S102, when the train loses its position, the train will automatically brake to a stop, and the ATS system will be unable to update the train position. After a tolerance time interval, it will mark the train as having lost its position and maintain the position display before the train lost its position.

5. A train relocation method according to claim 1, characterized in that: The central dispatch terminal and the driver terminal confirm the current status of the train in step S102 as follows: If the train has stopped and the fault has not been restored, the train's safety protection is taken over by the trackside control system. The train cannot be driven in automatic mode and can only be driven in manual mode through the driver terminal.

6. A train relocation method according to claim 1, characterized in that: In step S104, the central dispatch terminal sends a request to the trackside control system by clicking the designated trackside marker icon.

7. A train relocation method according to claim 1, characterized in that: The method further comprises: Step S108: The ATS system displays a prompt indicating that the relocation command is successful, and updates the train position status and position display.

8. A device for the train relocation method according to claim 1, characterized in that: It includes a trackside control system and an ATS system. The ATS system completes the train relocation information exchange with the trackside control system through HILC commands.

9. The device according to claim 8, characterized in that The ATS system includes a control center ATS server and a central ATS workstation, which are responsible for displaying train status and position and monitoring train operation functions; the trackside control system is responsible for the management and control of faulty trains, including train positioning management, tracking, task management, resource application and release.

10. 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 7 is implemented.

11. 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 7 is implemented.

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