Vehicle-mounted protection method, device, computer equipment, and storage medium

Abstract

The present invention discloses an on-board protection method, device, computer equipment and storage medium, belonging to the field of rail transit technology. When a train cannot automatically process an approach, the dispatcher confirms that the forward line is idle and then processes the guided approach. After the manual guided approach is processed, the on-board OBC provides on-board protection, including: the on-board OBC determines the movement authorization of a lower ceiling speed according to the approach type, and prompts the driver to confirm visual driving; after receiving the driver's confirmation information, the on-board OBC switches the driving mode to COM mode. In COM mode, the driver drives the train to pass safely according to the forward line conditions; when the CBTC communication train tracking conditions are met, the train is upgraded from a non-CBTC train to a CBTC train, and is tracked and protected in accordance with the normal CBTC communication train. The present invention can provide a speed limit protection of a lower ceiling speed curve, providing safety protection for the dangerous boundary ahead.

Description

Technical Field

[0001] The present invention belongs to the field of rail transportation technology, and in particular relates to train protection technology. Background Art

[0002] In the existing technology, when the conventional route cannot be opened normally due to reasons such as the occupancy of the inner section of the route, the dispatcher can manually guide the train through the fault area at a low speed by confirming that there are no other trains or other factors affecting driving safety on the inner section of the route.

[0003] In traditional CBTC systems, after the ATS manually executes the guided route, it sends the route command to the interlocking system. The interlocking system verifies that the route locking conditions are met and locks the guided route. During this time, the ZC does not calculate movement authorization for the train, and the train must pass at a fixed speed limit in restricted manual driving mode (RM). During this process, the onboard system only provides overspeed protection and lacks safety protection against obstacles ahead. Furthermore, the ground interlocking equipment in traditional CBTC systems provides safety protection for train routes based on a fixed route from signal to signal, which does not fully utilize line resources. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide a vehicle protection method after manual guidance of the route, which can provide speed limit protection of a lower ceiling speed curve and provide safety protection for the dangerous boundary ahead.

[0005] To solve the above technical problems, the present invention adopts the following technical solutions: a vehicle-mounted protection method after manually handling the guided route, when the train cannot automatically handle the route, the dispatcher confirms that the forward direction line is idle and then handles the guided route. After the manual handling of the guided route, the vehicle-mounted OBC provides vehicle-mounted protection, including: the vehicle-mounted OBC determines the movement authorization of the lower ceiling speed according to the route type, and prompts the driver to confirm the visual driving;

[0006] After receiving the driver's confirmation, the onboard OBC switches the driving mode to COM mode. In COM mode, the driver drives the train safely according to the line conditions ahead.

[0007] When the CBTC communication train tracking conditions are met, the train is upgraded from a non-CBTC train to a CBTC train, and is tracked and protected as a normal CBTC communication train.

[0008] Preferably, the inner section of the route is occupied by a fault, and after manual guidance of the route, the OBC route type is indicated as a guided route; the OBC obtains the driving resources within the route range and updates the corresponding auxiliary resource list. After the OBC determines the movement authorization of the lower ceiling speed according to the guidance route type, it prompts the driver to confirm visual driving through TOD; after the driver confirms, the OBC marks the movement authorization as visual driving and switches the driving mode to COM mode; the driver drives the train safely according to the actual situation of the line ahead; after the train passes the section occupied by the fault, it is tracked and protected as a normal CBTC communication train.

[0009] Preferably, if the train head screening fails and the route is manually processed, the OBC receives the driving resources within the route range transferred by the OC, and updates the corresponding subsidiary resource list. After judging that the movement authorization conditions other than the head screening have passed, the train is provided with a movement authorization with a lower ceiling speed, and the driver is prompted to perform visual driving confirmation. After the driver confirms, the OBC switches the train driving mode to COM mode and extends the end point of the movement authorization to the next dangerous boundary ahead. The driver visually drives the train at a low speed during this process until the train head screening is completed. After the screening is completed, the train is automatically upgraded to the CBTC control level and tracked as a CBTC communication train.

[0010] Preferably, if the train ahead is a screened communication train, the end point of the vehicle's movement authorization is the safe tail position of the communication train ahead; if the train ahead is a communication train whose tail has not been screened, the vehicle's movement authorization passes the hidden train at the tail of the communication train ahead and extends to the safe tail position of the communication train.

[0011] Preferably, when the switch ahead of the train loses its meter and the train cannot automatically process the route, the dispatcher sets the guidance general lock to process the guidance route and lock the lost switch in the expected position; the on-board OBC moves the authorized end point across the lost switch to the next dangerous boundary ahead; the driver drives the train to safely pass the lost switch according to the actual situation of the line ahead. After the train passes the lost switch, it is tracked and protected according to normal CBTC communication train.

[0012] Preferably, when the platform door is abnormally opened, the train cannot enter the station normally. The dispatcher operates to isolate the faulty platform door and manually guide the train into the station. The onboard OBC extends the mobile authorization end point to the end point of the platform exit protection section. The driver drives the train into the platform and stops to carry out boarding and disembarking.

[0013] Preferably, if the train is currently at the platform and the platform door is abnormally opened, the train cannot leave the station normally. The dispatcher will operate to isolate the faulty platform door and manually handle the exit guidance route; the on-board OBC will extend the mobile authorization end point to the end point of the platform exit protection section. After the driver drives the train out of the platform, it will be tracked and controlled as a normal CBTC train.

[0014] In addition, the present invention provides a vehicle-mounted protection device after manual guidance of the route, which is applied to the vehicle-mounted OBC, comprising:

[0015] The movement authorization module determines the movement authorization of the lower ceiling speed according to the approach type, and prompts the driver to confirm the visual driving;

[0016] The driving mode switching module is used to convert the driving mode to the COM mode after receiving the driver's confirmation information.

[0017] The present invention also provides a computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the vehicle-mounted protection method when executing the program.

[0018] The present invention also provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the vehicle-mounted protection method is implemented.

[0019] The technical solution employed in this invention utilizes a suitable onboard driving mode for this scenario: COM mode, or visual driving mode under the CBTC control level, after manual guidance of the route. When the train is in COM mode, the Onboard Controller (OBC) provides a speed limit protection with a lower ceiling speed curve, providing safety protection against the danger boundary ahead.

[0020] It has the following beneficial effects:

[0021] 1. After the guided route is manually processed, the train is in COM mode. When the train passes through the guided route, the OBC (on-board controller) provides a speed limit protection with a lower ceiling speed curve to provide safety protection for the dangerous boundary ahead.

[0022] 2. When the conditions for removing onboard protection are met, the train can be upgraded from a non-CBTC train to a CBTC train more smoothly, reducing the manual operation process.

[0023] The specific technical solutions adopted by the present invention and the beneficial effects thereof will be disclosed in detail in the following specific embodiments in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The present invention will be further described below with reference to the accompanying drawings and specific embodiments:

[0025] Figure 1 It is a schematic diagram of on-board protection that guides the route for handling trackside equipment failures;

[0026] Figure 2 This is a schematic diagram of the unscreened onboard protection at the front / rear of a train. DETAILED DESCRIPTION

[0027] The following is an explanation and description of the technical solutions of the embodiments of the present invention in conjunction with the drawings of the embodiments of the present invention. However, the following embodiments are only preferred embodiments of the present invention and are not exhaustive. Based on the embodiments in the implementation manner, other embodiments obtained by those skilled in the art without creative work are all within the scope of protection of the present invention.

[0028] Example 1

[0029] This embodiment proposes an onboard protection method after manually guiding the route, and accordingly proposes an onboard driving mode suitable for this scenario: COM mode, which is a visual driving mode under the CBTC control level. When the train is in COM mode, the OBC (onboard controller) provides a speed limit protection with a lower ceiling speed curve, providing safety protection against the danger boundary ahead.

[0030] The specific implementation plan is as follows:

[0031] When the train cannot automatically approach the route, the dispatcher will confirm that the forward line is idle and then guide the train to the route. The on-board OBC will determine the movement authorization with a lower ceiling speed based on the route type, and at the same time prompt the driver to confirm visual driving through TOD (on-board signal display screen); after receiving the driver's confirmation information, the driving mode will be switched to COM mode, and the driver will drive the train to pass safely according to the situation of the line ahead.

[0032] The main scenarios include the following:

[0033] Scenario 1: Fault in the inner section of the approach route

[0034] like Figure 1 As shown, when a train cannot automatically proceed due to an occupied inboard section, the dispatcher confirms that the line ahead is free and manually processes the route, indicating the OBC route type as a guided route. The OBC obtains the driving resources within the route range and updates the corresponding list of dependent resources. After the OBC determines a movement authorization for a lower ceiling speed based on the guided route type, it prompts the driver to confirm visual driving via the Transit Oriented Traffic (TOD). Upon driver confirmation, the OBC marks the movement authorization as visual driving and switches the driving mode to COM mode. The driver then safely steers the train through the section ahead based on the actual conditions of the line ahead. After the train passes the section occupied by the fault, it is tracked and protected as a normal CBTC communication train.

[0035] Scenario 2: The train head fails the screening

[0036] like Figure 2 As shown in the figure, when the non-communication train is repositioned and the train-ground communication is established, since the train head screening fails, it will be considered that there is a hidden non-communication train at the train head. At this time, after the dispatcher manually handles the route, the OBC receives the driving resources within the route range transferred by the OC (target controller), and updates the corresponding subsidiary resource list. After judging that the movement authorization conditions other than the head screening have passed, the train is provided with a movement authorization with a lower ceiling speed, and the driver is prompted to perform visual driving confirmation. After the driver confirms, the OBC switches the train driving mode to COM mode and extends the end point of the movement authorization to the next dangerous boundary ahead.

[0037] The train ahead is a communication train that has passed screening:

[0038] The authorized end point of this vehicle's movement is the safe tail position of the communication train ahead.

[0039] The front shows the unscreened communications train at the rear:

[0040] The movement authorization of this vehicle passes the hidden train at the rear of the communication train in front and extends to the safe rear position of the communication train.

[0041] During this process, the driver visually drives the train at a low speed until the train head is screened. Once the train is screened, it automatically upgrades to the CBTC control level and is tracked as a CBTC communicating train.

[0042] Scenario 3: The switch on the inner side of the approach route is lost

[0043] like Figure 1 As shown in the figure, when a switch ahead of a train loses its gauge, preventing the train from automatically completing its route, the dispatcher at the center sets the master lock for the guidance route, locking the lost switch in the desired position. The OBC then authorizes the train to move at a lower ceiling speed based on the type of guidance route, prompting the driver to visually confirm the movement. After the driver confirms, the OBC switches to COM mode and extends the end point of the movement authorization past the lost switch to the next danger boundary ahead. The driver guides the train safely through the lost switch based on the actual track conditions ahead. After passing the lost switch, the train is tracked and protected as a normal CBTC communication train.

[0044] Scenario 4: Platform door opens abnormally

[0045] like Figure 1As shown in the figure, when a platform door opens abnormally, preventing a train from entering the station normally, the dispatcher, after communicating with station staff to ensure the safety of platform personnel, isolates the faulty platform door from the control center and manually arranges for station entry guidance. Upon receiving the guidance guidance command, the OBC issues a movement authorization for the train at a lower ceiling speed and prompts the driver to conduct a visual confirmation. After the driver confirms the command at the driving station, the OBC switches the driving mode to COM mode and extends the movement authorization to the end of the platform exit protection zone. The driver then drives the train onto the platform, stops, and performs boarding and disembarking operations.

[0046] like Figure 1 As shown in the figure, if a train is currently on the platform and the platform door is abnormally open, the train cannot exit the station normally. After communicating with station staff to ensure the safety of platform personnel, the dispatcher operates the center to isolate the faulty platform door and manually arranges the exit guidance route. After receiving the guidance route command, the OBC issues a movement authorization for the train at a lower ceiling speed and prompts the driver to conduct a visual confirmation of the driving. After the driver confirms the operation at the driving console, the OBC switches the driving mode to COM mode and calculates the movement authorization for the train. The driver drives the train out of the platform, and after leaving the station, the train is tracked and controlled as a normal CBTC train.

[0047] Example 2

[0048] A computer device includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the vehicle protection method described in the first embodiment is implemented.

[0049] The computer device in the embodiment of the present invention may include, but is not limited to, mobile terminals such as mobile phones, notebook computers, PDAs (personal digital assistants), PADs (tablet computers), etc., and fixed terminals such as desktop computers, etc.

[0050] Computer equipment may include a processing device (e.g., a central processing unit) that can perform various appropriate actions and processes based on a program stored in a read-only memory (ROM) or a program loaded from a storage device into a random access memory (RAM). Various programs and data required for the operation of the computer equipment are also stored in the RAM. The processing device, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0051] A computer program carried on a computer-readable medium includes program code for executing an algorithm. In such an embodiment, the computer program can be downloaded and installed from a network via a communication device, or installed from a storage device, or installed from a ROM. When the computer program is executed by a processing device, the above-mentioned functions defined in the method of the embodiment of the present disclosure are performed.

[0052] It should be noted that the computer-readable medium disclosed in the present invention may be a computer-readable signal medium or a computer-readable medium or any combination of the two.

[0053] The computer-readable medium may be included in the computer device, or may exist independently without being incorporated into the computer device.

[0054] 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. Those skilled in the art will understand that the present invention includes, but is not limited to, the contents described in the drawings and the above specific embodiments. Any modifications that do not deviate from the functional and structural principles of the present invention are intended to be included within the scope of the claims.

Claims

1. A vehicle protection method after manual routing, when the train cannot automatically route, the dispatcher confirms that the forward line is idle and then routes the train. It is characterized by: After manually guiding the route, the onboard OBC provides onboard protection, including: The onboard OBC determines the movement authorization for lower roof speed based on the approach type and prompts the driver to confirm visual driving; After receiving the driver's confirmation, the onboard OBC switches the driving mode to COM mode. In COM mode, the driver drives the train safely according to the line conditions ahead. When the CBTC communication train tracking conditions are met, the train is upgraded from a non-CBTC train to a CBTC train and is tracked and protected as a normal CBTC communication train; The inner section of the route is occupied by a fault. After manually handling the guided route, the OBC route type is indicated as the guided route; The OBC obtains the driving resources within the route range and updates the corresponding auxiliary resource list. After determining the movement authorization for a lower ceiling speed based on the guided route type, the OBC prompts the driver to confirm visual driving through the TOD. After the driver confirms, the OBC marks the movement authorization as visual driving and switches the driving mode to COM mode. The driver then drives the train safely through the route according to the actual situation. After the train passes through the section occupied by the fault, it is tracked and protected as a normal CBTC communication train; If the train head fails the screening and the route is manually processed, the OBC receives the driving resources within the route range transferred by the OC and updates the corresponding auxiliary resource list. After judging that the movement authorization conditions other than the head screening have passed, the train is given a movement authorization with a lower ceiling speed and the driver is prompted to perform visual driving confirmation. After the driver confirms, the OBC switches the train driving mode to COM mode and extends the movement authorization end point to the next dangerous boundary ahead. During this process, the driver visually drives the train at a low speed until the train head screening is completed; After the train completes the screening, it will automatically upgrade to the CBTC control level and be tracked as a CBTC communication train; If the train ahead is a screened communication train, the end point of the vehicle's movement authorization is the safe tail position of the communication train ahead; if the train ahead is a communication train whose tail has not been screened, the vehicle's movement authorization passes the hidden train at the tail of the communication train ahead and extends to the safe tail position of the communication train; When the switch ahead of the train loses its gauge and the train cannot automatically proceed, the dispatcher sets the guidance general lock to guide the route and lock the lost switch in the expected position. The onboard OBC moves the authorized end point beyond the lost switch to the next danger boundary ahead. The driver guides the train safely through the lost switch according to the actual situation of the line ahead. After the train passes the lost switch, it is tracked and protected according to normal CBTC communication train procedures. When the platform door is abnormally open, the train cannot enter the station normally. The dispatcher will isolate the faulty platform door and manually guide the train into the station. The onboard OBC will extend the mobile authorization end point to the end of the platform exit protection section. The driver will drive the train to the platform to stop and carry out boarding and disembarking. If the train is currently at the platform and the platform door is abnormally open, the train cannot leave the station normally. The dispatcher will operate to isolate the faulty platform door and manually handle the exit guidance route. The on-board OBC will extend the mobile authorization end point to the end point of the platform exit protection section. After the driver drives the train out of the platform, it will be tracked and controlled as a normal CBTC train.

2. A vehicle-mounted protection device after manual guidance of the route, characterized in that: Applied to an on-vehicle OBC, for implementing the on-vehicle protection method according to claim 1, the on-vehicle protection device comprises: The movement authorization module determines the movement authorization of the lower ceiling speed according to the approach type, and prompts the driver to confirm the visual driving; The driving mode switching module is used to convert the driving mode to the COM mode after receiving the driver's confirmation information.

3. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the program, the vehicle-mounted protection method according to claim 1 is implemented.

4. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the vehicle-mounted protection method according to claim 1 is implemented.

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