A signal passing calculation method for an artificial car in a passenger evacuation zone boundary scenario

Abstract

The present application relates to a kind of artificial car in the boundary scene of passenger evacuation zone signal passing calculation method, this method is first in combination with the division rule of passenger evacuation zone and the arrangement rule of signal machine, and the virtual signal machine is configured for passenger evacuation zone EPZ, then according to the signal machine opening authorization area of WTC train control authorization calculation of trackside train controller WTC driving plan, the signal machine associated with evacuation zone is identified and the state of passenger evacuation zone is obtained, finally the state of evacuation zone signal machine is applied to WRC and is calculated.Compared with prior art, the present application has the advantages of high safety, high availability and high automation.

Description

Technical Field

[0001] This invention relates to train signal control systems, and more particularly to a method for manually calculating the passage of a train signal in a passenger evacuation zone boundary scenario. Background Technology

[0002] In the new generation of urban rail transit vehicle communication and signaling system (TACS), the WTC subsystem serves as a backup trackside train controller in degraded mode. Its operation relies on trackside signal status commands from the main driver. Signals, as crucial authorization resources in manual mode, indicate the risk status of the signal section ahead to the driver. When a risk exists, they restrict driver movement or reduce the driver's speed. In the TACS system, the WRC controls the trackside SMIO to change signal positions. The WRC, as a resource controller, manages the movement of trains within its jurisdiction and the occupancy status of signal block sections. It arbitrates signal status calculations for single-car or multi-car scenarios based on the train's requested signal status. When an operating train is degraded to WTC control, the WTC subsystem calculates the set of signals to be covered based on the planned authorization area in the direction of mission execution and sends a request for signal activation to the WRC via the UCEP protocol. A typical scenario for WTC train operation is when an evacuation occurs on the line that is not for the train itself, and the evacuation area overlaps with the resource area for which the current WTC has requested a light. This will affect the WTC's operation. As an important signal to the train driver, the WTC should consider the state of the evacuation area within the signal block section as being in a restricted state, and then calculate and request the signal state from the WRC. The WRC should then decide that the signal state is red to prompt the driver to slow down.

[0003] For the aforementioned evacuation scenarios, the WTC, as a degraded subsystem in vehicle-to-vehicle communication, faces the technical challenge of incorporating the evacuation zone status within the line signal section into the calculation of signal light status requests. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a highly safe, highly available and highly automated method for calculating the passage of a human-powered vehicle at the boundary of a passenger evacuation zone.

[0005] The objective of this invention can be achieved through the following technical solutions:

[0006] According to a first aspect of the present invention, a method for calculating signal passage for a manual vehicle in a passenger evacuation zone boundary scenario is provided. The method first combines the passenger evacuation zone division rules and signal arrangement rules to configure virtual signals for the passenger evacuation zone EPZ. Then, based on the signal opening authorization area calculated by the trackside train controller (WTC) train plan authorization, the method identifies the signals associated with the evacuation zone and obtains the passenger evacuation zone status. Finally, the method calculates the status of applying for evacuation zone signals from the WRC.

[0007] As a preferred technical solution, the method specifically includes the following steps:

[0008] Step S1: Configure virtual traffic signals at the boundaries of the passenger evacuation area;

[0009] Step S2: Establish the planned authorization area and construct the set of signal lights to be applied for;

[0010] Step S3: Calculate the signal light activation authorization area;

[0011] Step S4: Identify virtual traffic signals by comparing the authorized area for signal lights with the resource boundary location, and calculate the signal request status by combining the status of the passenger evacuation area.

[0012] As a preferred technical solution, in step S1, the virtual signal is arranged in front of the boundary of the passenger evacuation zone (EPZ) according to the up and down directions of the line, and the virtual signal and the passenger evacuation zone (EPZ) are associated and written into the system database.

[0013] As a preferred technical solution, the establishment of the plan authorization area in step S2 specifically refers to:

[0014] After the WTC controls the train to perform its task, it calculates the area where it expects to obtain movement authorization based on its non-safe location, and negotiates the train's occupancy with the resource manager WRC to confirm whether there are any safety risks. When no risk conflicts are found, the WTC completes the construction of the planned authorization area.

[0015] As a preferred technical solution, the planned authorized area includes the historical authorized area and the area reachable in the worst case, with the endpoint limited by the traffic signal, dynamic zone boundary or vehicle stop.

[0016] As a preferred technical solution, the scope of constructing the proposed signal set in step S2 is the signal downstream of the driver's position and within the planned authorization range. When the planned authorization area is established, the proposed signal set is also calculated simultaneously.

[0017] As a preferred technical solution, step S3 specifically includes:

[0018] Based on the planned authorization area in step S2, traverse the signal controllers in the set of signal controllers to be requested, and calculate the signal controller light-on authorization area. The signal controller light-on authorization area is based on the logical position of the signal controller, extends backward to the left boundary of the light-on authorization area, and extends forward to the position of the next red light signal controller.

[0019] As a preferred technical solution, the discrimination process of the red light signal controller is as follows:

[0020] The time obtained by delaying the WTC light-on request to the restricted state by the worst-case time of turning off the light is taken as the expiration time of the authorization given by the red light signal. The expiration time is compared with the current time. If the former is earlier than the latter, the signal is considered to be in a red light state. The restricted state means that there are other trains in the current area carrying out passenger evacuation activities.

[0021] As a preferred technical solution, step S4 specifically includes:

[0022] The virtual signal's authorized light zone is compared with the planned authorized light zone's end limit position to determine if they intersect. If they intersect and the end limit is not a signal type, the virtual signal is turned red, and in conjunction with the dispatch command, the driver carefully crosses the evacuation zone boundary; otherwise, the virtual signal displays other colors.

[0023] As a preferred technical solution, the End limit includes three types: signal, dynamic zone boundary, and vehicle stop. The dynamic zone includes dispatch takeover protection zone and evacuation zone. The dynamic zone boundary point can only take effect when one of these two dynamic zone types is activated, and the boundary point will serve as the restricted endpoint of the planned authorized area.

[0024] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0025] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0026] Compared with the prior art, the present invention has the following advantages:

[0027] 1) The method of this invention reduces the frequency of scheduling intervention, which is more conducive to the safety needs of drivers and greatly improves the safety and availability of the WTC subsystem using traffic signals.

[0028] 2) This invention designs a virtual signal configuration for passenger evacuation areas, which can be adjusted according to the rules for dividing evacuation areas. It can be associated with passenger evacuation areas (EPZ) based on the virtual signal, and has good flexibility.

[0029] 3) This invention designs a system that uses the planned authorized area as the calculation range, considers various boundary type scenarios, constructs a set of signal lights to be open, calculates the authorized area based on the position of each signal light, covers all signal lights within the planned authorized range on the line, reflects the integrity through traversal, and improves safety at the same time;

[0030] 4) This invention designs a method to identify virtual traffic signals by comparing the planned authorized area of ​​the traffic signal with the location of the resource boundary. Combined with the status of the passenger evacuation area, the traffic light status is calculated. The resource boundary is used as the judgment basis, which has high accuracy, high efficiency in multi-scenario fusion processing, and good usability. Attached Figure Description

[0031] Figure 1 This is a schematic diagram illustrating the layout of the passenger evacuation area according to the present invention;

[0032] Figure 2 This is a schematic diagram of the authorized area for turning on lights in the signal section according to the present invention;

[0033] Figure 3 This is a schematic diagram illustrating the application status of the signal generator of the present invention;

[0034] Figure 4 This is a schematic diagram of a scenario where the WTC artificial vehicle T1 encounters EPZ activation during the execution of a task according to the present invention;

[0035] Figure 5 This is a flowchart illustrating the specific process of the method of the present invention. Detailed Implementation

[0036] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0037] This invention discloses a method for calculating signal passage in passenger evacuation zone boundary scenarios. The method first configures virtual signals for the passenger evacuation zone (EPZ) by combining the passenger evacuation zone division rules and signal arrangement rules. Then, based on the signal opening authorization area calculated by the trackside train controller (WTC) driving plan, it identifies the signals associated with the evacuation zone and obtains the passenger evacuation zone status. Finally, it calculates the status of the evacuation zone signals to be requested from the WRC. This invention reduces the frequency of dispatching intervention, better meets the driver's safety requirements, and greatly improves the safety and availability of signal operation in the WTC subsystem.

[0038] The method of the present invention specifically includes the following steps:

[0039] Step S1: Configure virtual traffic signals at the boundaries of the passenger evacuation area.

[0040] The Physical Evacuation Zone (EIPZ) is defined based on the physical platform boundaries of the line. The EPZ (Passenger Evacuation Zone) extends from the EIPZ. When the extended area crosses the WRC (Wide Regulator), it will be separated by the WRC boundary. Virtual signals should be positioned in front of the EPZ boundary, referring to the line's up and down directions. EPZ information and virtual signal information will also be written into the system database and linked, such as... Figure 1 As shown.

[0041] Step S2: Establish the planned authorization area and the set of signal lights to be applied for.

[0042] After the WTC train executes its mission, it calculates the area where it expects to obtain movement authorization based on its non-safe location, negotiates train occupancy with the WRC resource manager, and confirms whether there are any safety risks. When no risk conflicts are found, the WTC constructs the planned authorization area, including the historical authorization area and the worst-case reachable area, with the endpoint limited by the signal / dynamic zone boundary / car stop. The construction of the proposed signal set refers to the signals downstream of the driver's position and within the planned authorization range (excluding the endpoint signal). When the planned authorization area is established, the proposed signal set will also be calculated simultaneously.

[0043] Step S3: Calculate the authorized area for turning on lights in the signal section.

[0044] Based on the planned authorization in step S2, the signals in the set of signals to be requested are traversed, and the planned authorization area for each signal is calculated. The expansion logic uses the signal's logical position as the base area and the planned authorization area as the reference area for expansion, extending backward to the left boundary of the planned authorization and forward to the position of the next red signal. Here, the method for determining a red signal is to delay the WTC's light-on request by a worst-case time (usually 18-20 seconds) after it has reached the restricted state. The obtained time is used as the expiration time of the authorization given by that red signal. This expiration time is compared with the current time; if the former is earlier than the latter, then the signal can be considered to be in a red state. Figure 2 As shown.

[0045] Step S4: Filter virtual signal machines, determine resource boundary types, and calculate signal machine request status.

[0046] First, it should be stated that there are three types of planned authorization end limits: signal lights, dynamic zone boundaries, and vehicle stops. Dynamic zones include dispatch takeover protection zones and evacuation zones. The dynamic zone boundary only takes effect when either of these two dynamic zone types is activated, and this boundary point will serve as the planned authorization limit end point. Second, the WTC should calculate the virtual signal light-on authorization located upstream of the restricted EPZ. This authorization area extends along the established planned authorization range based on the signal light position, forward to the next red signal light, and backward to the planned authorization boundary. The virtual signal light-on authorization is compared with the planned authorization end limit position to determine if they intersect. If they intersect and the end limit is not a signal light type, it indicates that an evacuation has occurred ahead of the virtual signal light. Combined with dispatch orders, drivers should carefully cross the evacuation zone boundary. At this time, the WTC should request the current WRC that the virtual signal state be restricted red (Withcaution). Figure 3 As shown.

[0047] The above four steps illustrate how to filter the set of lights to be turned on based on the planned authorization of WTC train operation. This process is traversable, establishing a corresponding light-turning authorization for each signal to be turned on. The light-turning authorization is calculated within a safe planned authorization range, demonstrating safety. By identifying virtual signals associated with restricted EPZs, filtering is performed using the intersection of the light-turning authorization boundary and the planned authorization boundary, ensuring accuracy. Throughout the calculation process, the trackside train controller (WTC) and trackside resource manager (WRC) work closely together, exchanging resource status in a timely manner. Batch calculations of the above steps can be completed within the same cycle, demonstrating real-time performance and a high degree of automation. Specific implementation examples:

[0049] like Figure 4The diagram shows a scenario where the WTC manual train T1 encounters EPZ activation during a task. The scenario includes two turnout operation zones P1 / P2, a turnout protection zone F1 / F2, a dynamic evacuation zone EPZ1, and signals S1 / S2 / S3.

[0050] like Figure 5 The diagram shows the algorithm flowchart for the process from establishing the plan authorization to calculating the light-on state after WTC executes the task, including the following steps:

[0051] Step 1: Configure the virtual signal controller S2 in the system database and associate it with the passenger evacuation zone EPZ1;

[0052] Step 2: After receiving the task, WTC train T1 will establish a desired authorization area in the task direction, covering the area of ​​EPZ1. WTC will request the status of the EPZ1 area from WRC. When the EPZ1 area is in a restricted state, it indicates that other trains are conducting passenger evacuation activities. The desired authorization area will be recalculated up to the EPZ1 boundary, and the authorization endpoint End limit will be the EPZ1 boundary (dynamic boundary area). Figure 4 As shown in the diagram. When the EPZ1 area is in the permitted state, it indicates that no passenger evacuation has occurred in the area. At this time, the expected authorized area will extend to signal S3, and the authorized end limit is S3, which will trigger the calculation of other light positions (green light / white light).

[0053] Step 3: Based on Step 2, when EPZ1 is in a restricted state, the expected authorized area will cover turnout P1 and turnout protection zone F1. WTC will apply to WRC for authorization for P1 and F1. When no other cars are occupying the area, WTC will obtain passage authorization from WRC, and the planned authorization will be established.

[0054] Step 4: Filter the set of traffic signals to be turned on. Only traffic signals that meet the following conditions can be included in the set of signals to be turned on: their logical position is within the planned authorization range, and they are located downstream of the driver's line of sight. Figure 1 As shown, signal controllers S1 / S2 belong to the set of signal controllers intended to turn on the lights, where S2 is a virtual signal controller;

[0055] Step 5: Calculate the authorized lighting zone for the planned signal. For the S2 signal, extend the planned authorized zone forward to the EPZ1 boundary and backward to the end of the planned authorized zone, as shown below. Figure 4 As shown;

[0056] Step 6: Determine whether the lighting authorization area of ​​the virtual signal controller S2 in Step 5 intersects with the End limit EPZ1 boundary. Figure 4As shown, the existence of an intersection indicates that a passenger evacuation event has occurred ahead of EPZ1. When there is no intersection, it indicates that another dispatch takeover event has occurred, triggering the calculation of other light positions (green / white light).

[0057] Step 7: After completing the calculation in Step 6, EPZ1 is in a restricted state. WTC will request WRC to turn on the red light at S2. As WRC turns off the light, the driver will carefully pass through signal S2 according to the status of signal S2 and the dispatcher's orders.

[0058] Therefore, based on the above instance analysis of train operation scenarios, considering the situation where passenger evacuation occurs during an abnormal EPZ scenario, the current WTC manual train should compare its position with the restricted EPZ boundary and the signal authorization boundary to determine that the signal request status is red. Combined with dispatch instructions, the train should proceed with caution to ensure and improve train operation safety. Simultaneously, through the coordinated cooperation between subsystems, a defensive handling of an abnormal event was successfully completed, demonstrating the reliability and availability of the TACS system.

[0059] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.

[0060] This invention also provides an electronic device including 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). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0061] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0062] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs 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 ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0063] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0064] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0065] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0066] 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 these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for calculating the passage of a manually operated vehicle at the boundary of a passenger evacuation zone signal, characterized in that, This method first combines the passenger evacuation zone division rules and signal layout rules to configure virtual signals for the passenger evacuation zone EPZ. Then, based on the signal lighting authorization area calculated by the trackside train controller WTC, it identifies the signals associated with the evacuation zone and obtains the passenger evacuation zone status. Finally, it calculates the status of the evacuation zone signals to be requested from the WRC. The method specifically includes the following steps: Step S1: Configure virtual traffic signals at the boundaries of the passenger evacuation area; Step S2: Establish the planned authorization area and construct the set of signal lights to be applied for; Step S3: Calculate the signal light activation authorization area; Step S4: Identify the virtual signal by comparing the signal light authorization area with the resource boundary location, and calculate the signal request status in conjunction with the passenger evacuation area status. Step S3 specifically involves: Based on the planned authorization area in step S2, traverse the signal machines in the set of signal machines to be applied for, and calculate the signal machine light-on authorization area. The signal machine light-on authorization area is based on the logical position of the signal machine, and extends backward to the left boundary of the light-on authorization area and forward to the position of the next red light signal machine. The specific process of the red light signal controller's judgment is as follows: The time obtained by delaying the WTC's light-on request to the restricted state by the worst-case time of turning off the light is taken as the expiration time of the authorization given by the red light signal. The expiration time is compared with the current time. If the former is earlier than the latter, the signal is considered to be in a red light state. The restricted state means that there are other trains in the current area carrying out passenger evacuation activities. Step S4 specifically involves: The virtual signal's authorized light zone is compared with the planned authorized light zone's end limit position to determine if they intersect. If they intersect and the end limit is not a signal type, the virtual signal is turned red, and in conjunction with the dispatch command, the driver carefully crosses the evacuation zone boundary; otherwise, the virtual signal displays other colors.

2. The method for calculating the passage of a manually operated vehicle at the boundary of a passenger evacuation zone according to claim 1, characterized in that, In step S1, the virtual signal is arranged in front of the boundary of the passenger evacuation zone (EPZ) according to the up and down directions of the line. The virtual signal and the passenger evacuation zone (EPZ) are associated and written into the system database.

3. The method for calculating the passage of a manually operated vehicle at the boundary of a passenger evacuation zone according to claim 1, characterized in that, The specific steps for establishing the authorized region in step S2 are as follows: After the WTC controls the train to perform its task, it calculates the area where it expects to obtain movement authorization based on its non-safe location, and negotiates the train's occupancy with the resource manager WRC to confirm whether there are any safety risks. When no risk conflicts are found, the WTC completes the construction of the planned authorization area.

4. The method for calculating the passage of a manually operated vehicle at the boundary of a passenger evacuation zone according to claim 3, characterized in that, The planned authorized area includes the historical authorized area and the area reachable in the worst case scenario, with the endpoint limited by traffic lights, dynamic zone boundaries, or vehicle stops.

5. The method for calculating the passage of a manually operated vehicle at the boundary of a passenger evacuation zone according to claim 1, characterized in that, The scope of constructing the proposed signal set in step S2 is the signal downstream of the driver's position and within the planned authorization range. When the planned authorization area is established, the proposed signal set is also calculated simultaneously.

6. The method for calculating the passage of a manually operated vehicle at the boundary of a passenger evacuation zone according to claim 1, characterized in that, The End limit includes three types: signal, dynamic zone boundary, and vehicle stop. The dynamic zone includes dispatch takeover protection zone and evacuation zone. The dynamic zone boundary point can only take effect when one of these two dynamic zone types is activated, and the boundary point will serve as the restricted endpoint of the planned authorized area.

7. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 6.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 6.

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