Train collision processing method, on-board controller, train, and storage medium

Abstract

The application provides a train conflict processing method, a vehicle-mounted controller, a train and a storage medium. The method is applied to a first train, and the method comprises the following steps: obtaining a path strategy of the first train according to path planning of a running plan of the first train; in the process of driving of the first train, obtaining path strategies of other trains through train-to-train communication; when there is a conflict path between a path currently run by the first train and a path currently run by a second train among the other trains, generating a conflict processing decision according to the path strategy of the first train and the path strategy of the second train, and controlling the first train to execute the conflict processing decision. The method realizes autonomous checking and processing of path conflicts based on train-to-train communication, and does not depend on a train automatic supervision system and dispatch personnel, thereby saving labor costs and making the conflict processing process more intelligent and reliable.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of rail transit, and in particular to a train conflict processing method, a vehicle-mounted controller, a train and a storage medium. BACKGROUND

[0002] In the field of railway transportation, a conflict refers to a phenomenon of collision and damage between trains, locomotive vehicles or light vehicle facilities. In order to improve the operation scheduling level of trains in rail transit and ensure operation safety, it is of great significance to study a train operation conflict checking and processing method.

[0003] At present, existing route conflict checking and processing methods all rely on the time table of each platform in an operation diagram. The existing methods only perform conflict checking and processing based on an ATS (Automatic Train Supervision System) operation plan, and have the following deficiencies: 1. The conflict checking coverage of complex station yard paths such as path intersections or throat areas is not comprehensive. 2. The system completely depends on the ATS subsystem. If the ATS fails or the communication between the ATS and the VOBC (Vehicle On-Board Controller) is interrupted, the control center interface will lose the display information of train operation and the execution information of the operation plan, and thus cause the entire line to be paralyzed. 3. If a conflict is checked, the system only gives an alarm prompt, and a dispatcher needs to manually process it. If the dispatcher does not handle it properly, the original operation plan may be disrupted, and in serious cases, it may even cause subsequent trains to continuously deviate from the operation plan and cause large-scale late events. SUMMARY

[0004] In view of this, the purpose of the present application is to provide a train conflict processing method, a vehicle-mounted controller, a train and a storage medium, so that the train can autonomously process path conflicts through vehicle-to-vehicle communication technology, and no longer rely on the ATS subsystem, greatly improving the safety and reliability of operation.

[0005] The first aspect of the present application provides a train conflict processing method, which is applied to a first train in a TACS system, and the method comprises: performing path planning according to a running plan of the first train to obtain a path strategy of the first train, wherein the path strategy of the first train comprises at least one path; in the process of driving of the first train, acquiring path strategies of other trains through train-to-train communication; checking whether a conflict path exists between a path currently run by the first train and paths currently run by the other trains according to the path strategy of the first train and the path strategies of the other trains; and when a conflict path exists between a path currently run by the first train and a path currently run by a second train among the other trains, generating a conflict processing decision according to the path strategy of the first train and the path strategy of the second train, and controlling the first train to execute the conflict processing decision.

[0006] The second aspect of the present application provides a vehicle-mounted controller, which comprises a processor and a memory, wherein the memory stores instructions executable by the processor, and the instructions, when executed by the processor, cause the processor to perform the train conflict processing method of the first aspect.

[0007] The third aspect of the present application provides a train, which comprises a train body and the vehicle-mounted controller of the second aspect, wherein the vehicle-mounted controller is mounted on the train body, and is configured to formulate a path strategy for the train, and when a conflict path exists between a path currently run by the train and a path currently run by another train, generate a conflict processing decision and control the train to execute the conflict processing decision.

[0008] The fourth aspect of the present application provides a computer-readable storage medium, which is configured to store instructions, and the instructions, when executed, implement the train conflict processing method of the first aspect.

[0009] The train conflict processing method provided by the present application is applied to trains in a TACS system, wherein a first train plans a path strategy of the train according to a running plan, and acquires path strategies of other trains through train-to-train communication in the process of driving. When a conflict path exists between the first train and a second train among the other trains, the first train generates and executes a conflict processing decision autonomously in combination with the path strategies of the first train and the second train, thereby effectively solving the problem of road right contention. The train conflict processing method realizes autonomous checking and processing of path conflicts based on train-to-train communication, and does not depend on a train automatic supervision system and dispatch personnel, so that not only the labor cost of dispatch personnel is saved, but also the conflict processing process is more intelligent and reliable.

[0010] Additional aspects and advantages of the application will be set forth in part in the description which follows, and in part will become apparent to those skilled in the art upon examination of the following and / or can be learned by practice of the application. BRIEF DESCRIPTION OF DRAWINGS

[0011] Figure 1 is a step flow chart of the train conflict processing method provided by the first embodiment of the application.

[0012] Figure 2 is a step flow chart of the train conflict processing method provided by the second embodiment of the application.

[0013] Figure 3 is Figure 2 is a refinement flow chart of step 101 in the embodiment shown in

[0014] Figure 4 is Figure 2 is a schematic diagram of the application scenario of the train conflict processing method provided by the embodiment shown in

[0015] Figure 5 is a step flow chart of the identification and priority level determination of the current running path in the second embodiment of the application.

[0016] Figure 6 is Figure 5 is a refinement flow chart of step 203 in the embodiment shown in

[0017] Figure 7 is a structural schematic diagram of the on-board controller provided by the embodiments of the application.

[0018] Figure 8 is a structural schematic diagram of the train provided by the embodiments of the application.

[0019] Explanation of main element symbols:

[0020] Steps 101-104, 1011-1014, 1041-1043, 201-203, 2031-2035

[0021] On-board controller 10

[0022] Memory 12

[0023] Processor 11

[0024] Train body 30

[0025] Train 20

[0026] First train 21

[0027] Second train 22

[0028] Information storage controller 16

[0029] The following detailed description will further describe the present application in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0030] The technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort belong to the scope of protection of the present application.

[0031] In the embodiments of the present application, the terms "first", "second" are used only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. In the description of the present application, the meaning of "a plurality of" is at least two, for example, two, three, etc., unless otherwise explicitly and specifically limited.

[0032] Please refer to Figure 1 , Figure 1 is a step flowchart of a train conflict processing method provided by the first embodiment of the present application. The method is applied to a train in a TACS (Train Autonomous Circumambulation System), for example, "a first train", "a second train" and "other trains" in the following. The execution subject of the method is a vehicle on-board controller (VOBC) of the train. As shown in Figure 1 , the train conflict processing method comprises the following steps:

[0033] Step 101, path planning is performed according to a running plan of a first train to obtain a path strategy of the first train. Wherein, the path strategy of the first train comprises at least one path.

[0034] It should be noted that, for the convenience of description, the first train in the TACS system is taken as the introduction object in the embodiments of the present application, of course, the first train can be any train in the TACS system. The running plan refers to train timetable information prepared by a workstation dispatcher according to planning passenger flow, line condition, operation requirement and other information. The running plan of a train mainly comprises information such as the place where the train departs from a vehicle depot or parking lot and enters a main line, the arrival time at each station, the station stay time, the departure time, the inter-station driving time of the train, and the place where the train performs turnaround after arriving at the terminal station. The train starts running according to the received plan, performs turnaround operation after arriving at the turnaround place, receives a new running plan after the train turnaround and continues to run until the end of the whole plan.

[0035] In some embodiments, the on-board controller of the first train receives a running plan issued by a train automatic supervision system, and stores the running plan of the train for the day in a message store controller (MSC). The on-board controller plans all path strategies to the destination according to the running plan of the train, and stores the path strategies in the MSC.

[0036] Step 102, during the running of the first train, the path strategies of other trains are acquired through train-to-train communication.

[0037] In the embodiments of the present application, the train conflict processing method is applied to all trains in the TACS system, and the first train can acquire the path strategies of other trains in the TACS system through train-to-train communication. Through train-to-train communication, a train can directly acquire the path strategies of other trains through wireless communication. In some embodiments, the message store controllers of trains communicate with each other in real time. In some embodiments, in order to save the communication channel resources of trains and improve the real-time performance of communication, the first train can only acquire the path strategies of adjacent trains. For example, the first train can determine its adjacent trains in the following manner: the first train provides the position information of all trains in the jurisdiction through the object control subsystem, acquires the position information of other trains, and sorts and searches to determine the adjacent trains of the first train, such as the adjacent front train and the adjacent rear train.

[0038] Step 103, according to the path strategy of the first train and the path strategies of other trains, it is checked whether there is a conflict path between the path currently run by the first train and the paths currently run by other trains. If there is a conflict path between the path currently run by the first train and the paths currently run by other trains (for example, the second train), step 104 is performed. If there is no conflict path between the path currently run by the first train and the paths currently run by other trains, step 102 is returned.

[0039] It can be understood that when all the trains in the TACS system run according to the respective operation plans, there is no conflict path between the trains, but due to various unexpected situations, for example, a head car is put into operation, a train arrives at a common parking area later than or earlier than the planned time during actual operation, and the like, thus, the right-of-way is fought for, and a conflict path is generated. In the embodiment of the present application, the path strategy of each train includes the current running path of the train. Exemplarily, the first train can perform path conflict checking when handling a route, can perform path conflict checking according to a preset period, can perform path conflict checking when it is determined that the current running path of the train deviates from the operation plan (for example, early or late point occurs), and can perform path conflict checking when it is determined that a head car is put into operation. Exemplarily, the path conflict checking items include time rationality checking of arrival and departure stations, time rationality checking of stopping stations, stopping station conflict checking, rationality checking of running intervals of adjacent trains, running conflict checking of adjacent trains, and single train inter-station running time checking. It should be noted that the path conflict checking rules belong to the prior art category, and will not be described here.

[0040] In step 104, a conflict processing decision is generated according to the path strategy of the first train and the path strategy of the second train, and the first train is controlled to execute the conflict processing decision.

[0041] Specifically, when the first train and the second train fight for the right-of-way, the first train and the second train can obtain the path strategy of the opposite train through train-to-train communication, and each generates and executes a conflict processing decision of the train according to the path strategy of the train and the path strategy of the opposite train, thereby solving the path conflict problem. For example, the conflict processing decision generated by the first train is that the train passes through the conflict path first, and since the first train and the second train have the same rule for generating the conflict processing decision, correspondingly, the conflict processing decision generated by the second train is that the train passes through the conflict path after the first train passes through the conflict path, thereby solving the path conflict problem.

[0042] The train conflict processing method provided in the present application is applied to a train in a TACS system, so that the first train plans a path strategy of the train according to an operation plan, and obtains a path strategy of another train through train-to-train communication during driving. When there is a conflict path between the first train and the second train, the first train generates and executes a conflict processing decision autonomously in combination with the path strategy of the first train and the path strategy of the second train, thereby solving the right-of-way fighting problem. The train conflict processing method does not depend on a train automatic supervision system and dispatch personnel, and realizes autonomous checking and processing of a path conflict based on train-to-train communication, which not only saves the labor cost of dispatch personnel, but also makes the conflict processing process more intelligent and reliable.

[0043] As Figure 2As shown, the second embodiment of the present application also provides another train conflict processing method. The train conflict processing method comprises the following steps:

[0044] Step 101, path planning is performed according to the operation plan of the first train to obtain a path strategy of the first train, wherein the path strategy of the first train comprises at least one path.

[0045] Step 102, in the process of driving the first train, the path strategy of other trains is obtained through train-to-train communication.

[0046] Step 103, according to the path strategy of the first train and the path strategy of other trains, it is checked whether there is a conflict path between the path currently running by the first train and the path currently running by other trains. If there is a conflict path between the path currently running by the first train and the path currently running by other trains, step 1041 is executed. If there is no conflict path between the path currently running by the first train and the path currently running by other trains, step 102 is returned.

[0047] Step 1041, it is judged whether the first train has the priority use right of the conflict path. If the first train has the priority use right of the conflict path, step 1042 is executed. If the first train does not have the priority use right of the conflict path, step 1043 is executed.

[0048] Step 1042, the first train is controlled to pass through the conflict path preferentially. It should be noted that in the TACS system, the road right interaction required for safe driving between trains is realized through train-to-train communication. Specifically, since the first train has the priority use right of the conflict path, the first train preferentially holds the driving resources of the conflict path. When the first train judges that the driving resources of the conflict path are no longer used after passing through the conflict path, the resources are transferred to the second train, and the second train obtains the driving resources of the conflict path and then passes through the conflict path. In this way, the path conflict problem can be solved.

[0049] Step 1043, after the second train passes through the conflict path and releases the path resources, the first train is controlled to pass through the conflict path.

[0050] Specifically, since the second train has the priority use right of the conflict path, the second train preferentially holds the driving resources of the conflict path. When the second train judges that the driving resources of the conflict path are no longer used after passing through the conflict path, the resources are transferred to the first train, and the first train obtains the driving resources of the conflict path and then passes through the conflict path. In this way, the path conflict problem can be solved.

[0051] Further, as shown inFigure 3 as shown Figure 1 or Figure 2 Step 101 in the embodiment shown specifically comprises the following steps:

[0052] Step 1011, obtaining a running plan of a first train.

[0053] In the embodiment of the present application, the on-board controller of the first train receives the running plan issued by the train automatic supervision system, and stores the running plan of the train on the current day in the information storage controller.

[0054] Step 1012, determining a destination according to the running plan of the first train.

[0055] In the embodiment of the present application, the destination of the first train includes each station in the running route. For example, the first train can determine the next stop station at the current position as the destination. For example, assuming that the route of the first train is A station-B station-C station-D station-C station-B station-A station, and the first train is currently running between B station and C station, then the current destination of the first train is C station.

[0056] Step 1013, planning a passable path to the destination.

[0057] In the embodiment of the present application, the planning of the passable path to the destination specifically comprises: searching all paths that can pass to the destination, excluding unpassable paths, and obtaining a passable path, wherein the unpassable path includes at least one path of a fault train, a section block, a turnout block, a station disaster stop and a turnout failure. For example, the train can obtain the information of the fault train, the section block, the turnout block, the station disaster stop and the turnout failure in the path through the adjacent trackside resource manager.

[0058] Step 1014, identifying and determining the priority level of the passable path to obtain a path strategy. The path strategy includes at least one path and the identification and priority level corresponding to the at least one path. In the embodiment of the present application, the first train stores the path strategy of the train in the information storage controller.

[0059] In the embodiment, the path that can complete the running plan on time is identified as a normal path, and the priority level of the normal path is determined according to the normal path and normal paths of other trains. It can be understood that there is no path conflict between paths with the same priority level, for example, there is no path conflict between the normal path 1 of the train and the normal path 1 of other trains. In the embodiment, the normal path n represents a normal path with a priority level n, and the smaller n is, the higher the priority level is. Of course, in other embodiments, other identification methods can be used to distinguish the priority levels, which are not limited herein. It should be noted that the examples in the embodiment are only exemplary and cannot be regarded as a limitation to the present application.

[0060] To more specifically introduce the steps of the train conflict processing method provided in the embodiment, the present application further provides an application scenario diagram of the method of the embodiment (as shown in Figure 4 As shown in Figure 4 , the first path (B-E-F-E-G) of the first train 21 for completing the running plan on time is a normal path 1, the second path (B-C-D-C-G) is a normal path 2, and the path (F-E-G) of the second train 22 for completing the running plan on time is a normal path 1. It should be noted that since the normal path 1 is the optimal path that can complete the running plan on time, the first train 21 and the second train 22 are both assumed to travel according to the respective normal path 1 after being put into operation, and in normal circumstances, the two trains will not have path conflicts.

[0061] The train conflict processing method provided in the embodiment further includes a path strategy updating step (not shown in the figure), which includes identifying and determining the priority level of the path currently traveled by the first train during the travel of the first train, and updating the path strategy of the first train.

[0062] It should be noted that in some embodiments, the first train is put into operation according to the optimal path in the path strategy, for example, the normal path 1, but in the actual operation process, the first train may encounter unexpected situations (for example, adjacent trains are late, section faults and train faults, and head code trains are put into operation) and change the running path, for example, be late or deviate to other paths. Therefore, during the operation of the first train, the path currently traveled needs to be identified and the priority level needs to be determined, and the path strategy of the first train needs to be updated. The optimal path can be a default running path that can complete the running plan on time. Specifically, refer to Figure 5identifying and priority level determining the path currently running by the first train, specifically comprising the following steps:

[0063] In step 201, it is judged whether the path currently running by the first train is a normal path or an abnormal path. If the path currently running by the first train is a normal path, step 202 is executed. If the path currently running by the first train is an abnormal path, step 203 is executed.

[0064] In the embodiments of the present application, the path by which the first train can complete the running plan on time is determined as a normal path. For example, if the train continues to run according to the running plan until the present, no early or late event occurs and the running path is not changed, the path currently running by the first train is a normal path.

[0065] In some embodiments, whether the path currently running by the first train is an abnormal path can be determined by determining whether the path currently running by the first train deviates from the running plan of the first train. Specifically, if the first train satisfies at least one of the preset conditions, it can be determined that the path currently running by the first train deviates from the running plan. For example, the preset conditions include:

[0066] Condition a, the first train has an early or late event.

[0067] For example, according to the running plan, the first train is scheduled to arrive at the current position A at 7:00. However, due to weather reasons, it needs to travel at a reduced speed, causing the first train to arrive at the current position A at 7:02, so it can be determined that the first train has deviated from the running plan.

[0068] Condition b, the first train turns back due to an unexpected situation.

[0069] It should be noted that in the TACS system, the train can autonomously trigger the path. Therefore, in order to solve the unexpected situation in operation, the train can turn back at any position. Therefore, if the first train turns back, it can be determined that the first train has deviated from the running plan.

[0070] Condition c, the running direction of the path currently running by the first train is opposite to the normal up / down direction.

[0071] It should be noted that the preset conditions can also include other conditions, and the above examples are only exemplary and cannot be construed as limiting the present application.

[0072] In step 202, the path currently running by the first train is identified as a normal path, and the priority level of the normal path is determined.

[0073] It should be noted that the technical details of this step have been described in detail in step 1014, which will not be repeated here.

[0074] Step 203, identifying the current running path of the first train as an abnormal path, and determining the priority level of the abnormal path according to the preset rule.

[0075] Specifically, referring to Figure 6 , the priority level of the abnormal path is determined according to the preset rule, which specifically includes the following steps:

[0076] Step 2031, initially determining the priority level of the abnormal path according to the degree of deviation from the running plan.

[0077] For example, the degree of deviation from the running plan can include the length of the deviation from the running plan, for example, the path deviating from the running plan (early or late) by no more than 1 minute is determined as the abnormal path 1, and the path deviating from the running plan (early or late) by more than 1 minute but not more than 5 minutes is determined as the abnormal path 2. Obviously, in this example, the smaller the priority level, the smaller the degree of deviation from the running plan of the train currently running. It can be understood that when the priority levels of two paths are the same, the first train and the second train will not have path conflict.

[0078] Step 2032, determining whether there are trains following the first train in the running direction of the abnormal path. If there are no trains following the first train in the running direction of the abnormal path, the priority level determination of the abnormal path is ended. If there are trains following the first train in the running direction of the abnormal path, step 2033 is executed.

[0079] It can be understood that since there are no trains following the first train in the running direction of the abnormal path, the deviation of the first train from the running plan will not affect the normal operation of other trains, so it can be determined that the priority level of the abnormal path is relatively high.

[0080] Step 2033, determining whether the first train running in the abnormal path will affect the running plan of other trains. If the first train running in the abnormal path will not affect the running plan of other trains, the priority level determination of the abnormal path is ended. If the first train running in the abnormal path will affect the running plan of other trains, step 2034 is executed.

[0081] Step 2034, re-determining the priority level of the abnormal path according to the degree of deviation from the running plan of other trains.

[0082] It should be noted that in the embodiments of the present application, the priority of the abnormal path which does not affect the operation plans of other trains is higher than the priority of the abnormal path which affects the operation plans of other trains. Therefore, if the first train runs on the abnormal path which affects the operation plans of other trains, the priority of the abnormal path needs to be further determined.

[0083] For example, the degree of affecting the operation plans of other trains can include the number of trains deviating from the operation plans and / or the time of deviating from the operation plans. In example a, the degree of affecting the operation plans of other trains only includes the number of trains deviating from the operation plans. For example, the path causing 1 train to deviate from the operation plans is determined as the abnormal path 3, and the path causing 2-5 trains to deviate from the operation plans is determined as the abnormal path 4. In example b, the degree of affecting the operation plans of other trains only includes the length of time of deviating from the operation plans. For example, the path causing other trains to deviate from the operation plans (to be earlier or later) by no more than 1 minute is determined as the abnormal path 3, and the path causing other trains to deviate from the operation plans (to be earlier or later) by more than 1 minute but not more than 5 minutes is determined as the abnormal path 4. In some embodiments, the priority of the abnormal path can be determined by combining the number of trains deviating from the operation plans and the time of deviating from the operation plans, which is not limited here.

[0084] Further, in step 1041 of the present embodiment, the determination of whether the first train has the priority to use the conflict path specifically includes:

[0085] According to the priority setting rule, it is determined whether the priority of the path currently run by the first train is higher than the priority of the path currently run by the second train. If the priority of the path currently run by the first train is higher than the priority of the path currently run by the second train, it is determined that the first train has the priority to use the conflict path. If the priority of the path currently run by the first train is lower than the priority of the path currently run by the second train, it is determined that the second train has the priority to use the conflict path.

[0086] Specifically, the setting principle of the priority level setting rule is that the priority level of a path that has a small degree of affecting the deviation of the train and other trains from the operation plan is higher than that of a path that has a large degree of affecting the deviation of the train and other trains from the operation plan. For example, the priority level of a normal path is higher than that of an abnormal path, for example, the priority level of a normal path N is higher than that of an abnormal path 1. The priority level of a normal path with a priority level of N is higher than that of a normal path with a priority level of N+1, for example, the priority level of a normal path 1 is higher than that of a normal path 2. The priority level of an abnormal path with a priority level of N is higher than that of an abnormal path with a priority level of N+1, for example, the priority level of an abnormal path 1 is higher than that of an abnormal path 2.

[0087] To further introduce the implementation process of the train conflict processing method provided in the embodiment, please refer to the application scenario diagram shown in Figure 4 Under normal circumstances, the first train 21 runs on the default running path, i.e., the normal path 1 (B-E-F as shown in the figure), and the second train 22 also runs on the default running path, i.e., the normal path 1 (F-E-G as shown in the figure), so the two trains do not have path conflicts. If the first train 21 runs on time and the current running path is the normal path 1, and the second train 22 runs 2 minutes early, causing the current running path to be the abnormal path 1, thereby causing the running paths of the two trains to have a conflict path EF. The first train 21 acquires the current running path of the second train 22 through train-to-train communication, and after detecting the path conflict, the first train 21 determines that the priority level of the current running path of the train is higher than that of the current running path of the second train 22, and generates a conflict processing decision that the train has the priority use right of the conflict path EF. Correspondingly, the second train 22 generates a conflict processing decision that the train does not have the priority use right of the conflict path EF after the path priority right comparison. Therefore, the first train 21 passes through the conflict path EF first, and the second train 22 passes through the conflict path after the first train 21 passes through and releases the path resource, thereby solving the path conflict problem and making the second train 22 running on the abnormal path 1 not affect the first train 21 running normally, thereby realizing the efficient operation of the trains.

[0088] It can be understood that determining the train running on the path with a higher priority level to pass through the conflict path first as the conflict processing decision of the train not only can reduce the labor cost of dispatchers, but also can minimize the influence of the train running on the abnormal path on the normal operation train, thereby reducing the risk caused by the manual decision error and avoiding the abnormal situation of multiple train congestion and large area delay caused by manual intervention.

[0089] The train conflict processing method provided by the embodiment is applied to a train in a TACS system. The train identifies a path of the train and determines a priority level of the path according to a unified rule, and updates a path strategy of the train according to an identification and a priority level of a path currently running in a running process. When a first train has a conflict path with a second train, the train with the conflict path priority is determined by comparing the identification and the priority level of the path currently running of the train and the second train, so as to solve the problem of right-of-way contention. Since the train with a higher priority level path is controlled to pass through the conflict path first, the impact of the conflict processing decision on normal operation trains can be minimized, and train operation can be ensured to be more reliable and efficient.

[0090] Referring to Figure 7 The embodiment of the present application also provides a vehicle-mounted controller 10, which comprises a processor 11 and a memory 12, wherein the memory 12 stores instructions executable by the processor 11, and the instructions executed by the processor 11 enable the processor 11 to perform the train conflict processing method described in each of the above embodiments.

[0091] It should be noted that the vehicle-mounted controller 10 can also include other components, such as at least one of a multimedia component, an input / output (I / O) interface, and a communication component. For example, the multimedia component can include a screen and an audio component. The screen can be a touch screen, for example, and the audio component is used to output and / or input audio signals. For example, the audio component can include a microphone for receiving external audio signals. The received audio signals can be further stored in the memory 12 or transmitted through the communication component. The audio component also includes at least one speaker for outputting audio signals. The I / O interface provides an interface between the processor 11 and other interface modules, such as a keyboard, a mouse, a button, etc. These buttons can be virtual buttons or physical buttons. The communication component is used for communication between the vehicle-mounted controller 10 and the vehicle-mounted controllers of other trains or other devices of the train, such as communication through Wi-Fi, Bluetooth, near field communication (NFC), 2G, 3G, 4G or 5G, or at least one of them. Communication mode.

[0092] The processor 11 can be a central processing unit (CPU), and can also include other general-purpose processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs) or other programmable logic devices, discrete gates or transistor logic components, discrete hardware components, etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor. The processor 11 is a control center of the vehicle controller 10, and is connected to various parts of the vehicle controller 10 through various interfaces and lines.

[0093] The memory 12 can be used to store instructions, and the processor 11 can realize various functions of the vehicle controller 10 by running or executing the instructions stored in the memory 12 and calling data stored in the memory 12. The memory 12 can include external storage media and internal memory. In addition, the memory 12 can include a high-speed random access memory, and can also include a non-volatile memory such as a hard disk, a memory, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, at least one disk storage device, a flash memory device, or other volatile solid-state memory device. The vehicle controller 10 can also include a message store controller (MSC) that integrates the functions of the memory.

[0094] Referring to Figure 8 The embodiments of the present application also provide a train 20, which includes a train body 30 and the vehicle controller 10 described above. The vehicle controller 10 is installed on the train body 30, and is used to formulate a path strategy for the train 20, and to generate and control the train 20 to execute a conflict processing decision when a path currently traveled by the train 20 conflicts with a path currently traveled by another train.

[0095] The train 20 communicates with an automatic train supervision system through a DCS network, and the vehicle controller 10 includes a message store controller 16. Data interaction between the message store controllers 16 of different trains 20 is realized through train-to-train communication, for example, the path strategy of another train is obtained through train-to-train communication.

[0096] The vehicle-mounted controller and the train provided in the application make the train plan a path strategy of the train according to a running plan, and acquire path strategies of other trains through train-to-train communication in a running process. When there is a conflict path between the train and other trains, the train generates and executes a conflict processing decision autonomously in combination with the path strategies of the train and the conflict trains, so as to solve the problem of right-of-way contention. The train conflict processing method does not depend on a train automatic supervision system and dispatch personnel, and realizes autonomous checking and processing of path conflicts based on train-to-train communication, thereby saving the labor cost of dispatch personnel and making the conflict processing process more intelligent and reliable.

[0097] The application further provides a computer-readable storage medium, which stores instructions, and the instructions are executed to implement the steps of the train conflict processing method in each of the above embodiments.

[0098] Those skilled in the art in the technical field can understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructions, and the instructions can be stored in a computer-readable storage medium, and the instructions can be executed by a processor to implement the steps of each of the above-mentioned method embodiments. The instructions include instruction codes, which can be in a source code form, an object code form, an executable file or some intermediate form, etc. The computer-readable medium can include any entity or device, a recording medium, a U disk, a mobile hard disk, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal and a software distribution medium, etc. that can carry the instruction codes. It should be noted that the computer-readable medium can include or exclude some contents according to the requirements of legislation and patent practice in a jurisdiction, for example, in some jurisdictions, according to legislation and patent practice, the computer-readable medium does not include an electrical carrier signal and a telecommunication signal.

[0099] It is apparent for a person skilled in the art that the application is not limited to the details of the above-described exemplary embodiments, but that it can be implemented in other concrete forms without departing from the spirit or essential characteristics of the application. The embodiments should therefore be considered in all respects as illustrative and not restrictive, the scope of the application being defined by the appended claims rather than that of the above description, and all changes which come within the meaning and range of equivalents of the claims are therefore intended to be embraced therein. Any reference signs in the claims should not be construed as limiting the claims concerned. Furthermore, it is expressly intended that the words "comprise", "include" and "contain" should not be understood as limiting the claims concerned in any way. The plural forms of the word "comprise", "include" and "contain" should be understood as meaning "comprising", "including" or "containing" respectively, individually or in any combination.

[0100] Although embodiments of the application have been illustrated and described, it will be clear to a person skilled in the art that changes, modifications, replacements and variations of these embodiments can be made without departing from the principles and the scope of the application, the scope of the application being defined by the claims and their equivalents.

Claims

1. A train conflict processing method applied to a first train in a TACS system, characterized in that, The method comprises: path planning according to the operation plan of the first train to obtain a path strategy of the first train, wherein the path strategy of the first train comprises at least one path; acquiring, through train-to-train communication, path strategies of other trains during travel of the first train; checking, according to the path strategy of the first train and the path strategies of other trains, whether there is a conflict path between a path currently traveled by the first train and paths currently traveled by other trains; when there is a conflict path between the path currently traveled by the first train and a path currently traveled by a second train among the other trains, generating a conflict processing decision according to the path strategy of the first train and the path strategy of the second train, and controlling the first train to execute the conflict processing decision; the path planning according to the operation plan of the first train to obtain the path strategy of the first train specifically comprises: acquiring the operation plan of the first train; determining a destination according to the operation plan of the first train; planning passable paths to the destination; identifying and determining priority levels of the passable paths to obtain a path strategy, wherein the path strategy comprises at least one path and an identifier and a priority level corresponding to the at least one path; the identifying and determining priority levels of the passable paths specifically comprise: identifying a path that can complete the operation plan on time as a normal path, and determining a priority level of the normal path according to the normal path and normal paths of other trains; during travel of the first train, identifying and determining priority levels of a path currently traveled by the first train, and updating the path strategy of the first train; the identifying and determining priority levels of the path currently traveled by the first train specifically comprise: determining whether the path currently traveled by the first train deviates from the operation plan of the first train; if the path currently traveled by the first train deviates from the operation plan of the first train, identifying the path currently traveled as an abnormal path, and determining a priority level of the abnormal path according to a preset rule.

2. The train collision processing method of claim 1, wherein, the generating a conflict processing decision according to the path strategy of the first train and the path strategy of the second train, and controlling the first train to execute the conflict processing decision specifically comprises: judging whether the first train has a priority right to use the conflict path; if the first train has the priority right to use the conflict path, controlling the first train to pass through the conflict path preferentially.

3. The train collision processing method of claim 2 wherein, the method further comprises: if the first train does not have the priority right to use the conflict path, controlling the first train to pass through the conflict path after the second train passes through the conflict path and releases path resources.

4. The train collision processing method of claim 1, wherein, the determining a priority level of the abnormal path according to a preset rule specifically comprises: initially determining the priority level of the abnormal path according to a degree of deviation of the first train from the operation plan; judging whether there are trains following the first train in a travel direction of the first train on the abnormal path; If the first train has trains in front and behind in the running direction of the abnormal path, it is determined whether the first train running on the abnormal path will affect the running plan of other trains; If the first train running on the abnormal path will affect the running plan of other trains, the priority level of the abnormal path is determined again according to the degree of affecting the running plan of other trains.

5. The train collision processing method of claim 2, wherein, The determination of whether the first train has the priority right of the conflict path specifically includes: According to the priority level setting rule, it is determined whether the priority level of the path currently running by the first train is higher than the priority level of the path currently running by the second train; If the priority level of the path currently running by the first train is higher than the priority level of the path currently running by the second train, it is determined that the first train has the priority right of the conflict path; If the priority level of the path currently running by the first train is lower than the priority level of the path currently running by the second train, it is determined that the second train has the priority right of the conflict path.

6. The train collision processing method of claim 1, wherein, The method further includes: When the first train meets at least one of the preset conditions, it is determined that the path currently running by the first train deviates from the running plan; The preset conditions include: The first train has an early or late event; The first train turns back due to an emergency; The running direction of the path currently running by the first train is opposite to the normal up / down direction.

7. The train collision processing method of claim 1, wherein, The planning of the passable path to the destination specifically includes: All paths that can go to the destination are searched, and unpassable paths are excluded to obtain passable paths, wherein the unpassable paths include at least one of paths with a fault train, a section blockage, a turnout blockage, a station disaster outage, and a turnout failure.

8. An in-vehicle controller characterized by comprising: A processor and a memory are included, wherein the memory stores instructions executable by the processor, and the instructions executed by the processor cause the processor to execute the train conflict processing method in any one of claims 1-7.

9. A train characterised by It includes: A train body; And The on-board controller of claim 8, wherein the on-board controller is installed on the train body, and the on-board controller is used to formulate a path strategy for the train, and when the path currently running by the train conflicts with the path currently running by other trains, a conflict processing decision is generated and the train is controlled to execute the conflict processing decision.

10. A computer-readable storage medium, characterized in that, Instructions for storing, wherein the instructions are executed to implement the train conflict processing method in any one of claims 1-7.

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