Train degradation operation method, oc, tacs system and medium

Abstract

The application discloses a train degraded operation method, an OC, a TACS system and a medium, and relates to the technical field of train operation, in particular to a train degraded operation method, an OC, a TACS system and a medium. The method comprises the following steps: when it is confirmed that communication between an OC and a train is interrupted, determining a final position and a first advancing direction of the train before the communication is interrupted; determining a first artificial path area corresponding to the train according to a first positioning point in the final position and the first advancing direction; the first positioning point is determined according to a track type where the train is located; locking the positions of all turnouts arranged in the first artificial path area, and then making all turnout signals in the first artificial path area display according to corresponding turnout positions, so that the train can degrade and run through the turnouts according to the display states of the turnout signals in the first artificial path area. The application ensures the safe operation of the degraded train, saves the cost, and improves the operation efficiency.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, in particular to a train degraded operation method, an OC, a TACS system and a medium. BACKGROUND

[0002] Currently, in the TACS (Train Autonomous Circumambulate System, train autonomous operation system based on train-to-train communication) system, when the train communication with the OC (Object Controller, target controller or object controller) is interrupted, the train cannot apply for resource permission to the OC and cannot continue to drive safely. In the prior art, obstacles are detected to avoid danger by installing obstacle detection devices or / and visual detection devices on the train, and relying on high-precision trackside detection inspection devices, but the detection steps are complicated, the inspection conditions are too many, and the cost of high-precision detection equipment is high. In the prior art, there is also a train degraded operation mode based on the interlocking system, that is, after the train communication with the OC is interrupted, the degraded operation is still performed by using the interlocking route, and the route related starting terminal and terminal signal will be opened. In the above scheme, the data calculation amount is large, the data workload is not reduced, and the train still depends on the interlocking system route and signal opening related functions, and the TACS system and the interlocking system cannot be separated and independently operated. SUMMARY

[0003] The present application provides a train degraded operation method, an OC, a TACS system and a medium. After the train communication with the OC is interrupted, the degraded operation of the train can be realized without relying on the detection device installed on the train and the interlocking system.

[0004] A train degraded operation method applied to an OC, the method comprising:

[0005] When it is confirmed that the communication between the OC and the train is interrupted, the final position and the first advancing direction of the train before the communication interruption are determined;

[0006] According to the final position and the first positioning point in the first advancing direction, a first artificial path area corresponding to the train is determined; the first positioning point is determined according to the track type where the train is located;

[0007] The positions of all switches arranged in the first artificial path area are locked, and then all switch signals in the first artificial path area are displayed according to the corresponding switch positions, so that the train can degrade and run through the switches according to the display state of the switch signals in the first artificial path area.

[0008] An OC comprises a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the train degraded operation method when executing the computer program.

[0009] A TACS system comprises a plurality of the above OCs.

[0010] A computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement the train degraded operation method.

[0011] The train degraded operation method, the OC, the TACS system and the medium, the method comprises: when confirming that communication between the OC and the train is interrupted, determining a final position and a first advancing direction of the train before the communication is interrupted; determining a first artificial path area corresponding to the train; the first artificial path area takes the final position as a starting point and a first positioning point located in the first advancing direction as an ending point; position locking all turnouts arranged in the first artificial path area, and then making all turnout signals in the first artificial path area display according to corresponding positions of the turnouts, so that the train runs through the turnouts according to display states of the turnout signals in the first artificial path area.

[0012] After the train and the OC communicate and need to be degraded, the OC plans a first artificial path area according to a final position and a first advancing direction of the train (i.e., a degraded train with communication interrupted with the OC), determines a degraded operation range of the train, and then, after position locking all turnouts in the first artificial path area, makes all turnout signals in the first artificial path area display according to corresponding positions of the turnouts, and then indicates a running direction of the degraded train when the degraded train meets the turnouts in the first artificial path area, provides help for running of the degraded train and command of a dispatching personnel, ensures safe running of the degraded train, and ensures safe and stable running of the entire TACS system.

[0013] Meanwhile, in the application, only the turnout signals need to be arranged to indicate the train to degrade and run through the turnouts, without other devices related to opening of a route, so that trackside devices required on the entire line can be reduced, and costs can be saved; and in the application, the train does not need to rely on an interlocking system and a detection device installed on the train when degrading and running, and only the OC of the TACS system can independently process degraded running of the train, reduces data configuration of an interlocking table, and without complicated checking conditions, the train degraded operation function of the application is relatively simple, and running efficiency is improved. BRIEF DESCRIPTION OF DRAWINGS

[0014] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the description of the embodiments of the present application. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without any creative effort on the basis of these drawings.

[0015] Figure 1 is a flow chart of a train degraded operation method in an embodiment of the present application;

[0016] Figure 2 is a degraded operation schematic diagram of a train in a head-on running scene and a cross-over line scene in an embodiment of the present application;

[0017] Figure 3 is a degraded operation schematic diagram of a train in a loop track scene in an embodiment of the present application;

[0018] Figure 4 is a flow chart of a train degraded operation method in another embodiment of the present application;

[0019] Figure 5 is a schematic diagram of a computer device in an embodiment of the present application. DETAILED DESCRIPTION

[0020] The technical solutions in the embodiments of the present application will be described clearly and completely in the following with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without any creative effort belong to the protection scope of the present application.

[0021] In an embodiment, as shown in Figure 1 a train degraded operation method is provided, applied to an OC, wherein the OC is one of multiple OCs of a TACS system. The method comprises the following steps S10-S30:

[0022] S10: when confirming that the communication between the OC and the train is interrupted, determining the final position and the first advancing direction of the train before the communication is interrupted; wherein the train position last reported to the OC before the train degraded (before the communication between the train and the OC is interrupted) is the final position, and the train advancing direction last reported to the OC is the first advancing direction. In a further embodiment, when the dispatcher of the dispatching center confirms that the communication between the OC and the train is interrupted, and issues an artificial path command to the OC, the final position and the first advancing direction of the train before the communication is interrupted are determined and the step S20 is entered.

[0023] S20: determining a first artificial path area corresponding to the train according to the final position and a first positioning point in the first advancing direction; the first positioning point is determined according to the track type where the train is located (such as the non-circular track or the circular track mentioned below, etc.). In an embodiment, the first artificial path area takes the final position as the starting point and takes the first positioning point in the first advancing direction as the end point; while in another embodiment, the final position can also be taken as the reference for selecting the starting point of the first artificial path area, and a position point on the train track which is first preset distance away from the final position can be taken as the starting point of the first artificial path area; and the first positioning point can also be taken as the reference point for the end point of the first artificial path area, and a position point on the train track which is second preset distance away from the first positioning point can be taken as the end point of the first artificial path area. That is, after the train needs to be degraded due to the interruption of communication with the OC, the OC sets a first artificial path area for the train to prevent other trains which have communication connection with the OC from intruding into the first artificial path area set for the train. Specifically, the final position of the train which is last reported to the OC before the train is degraded can be taken as the reference for setting the starting point of the first artificial path area, and the end point can be set by taking the first positioning point encountered by the train when it continues to advance in the first advancing direction as the reference.

[0024] In an embodiment, when the train is located on a non-circular track (that is, the track type where the train is located is a non-circular track, such as the non-circular track shown in FIG. 1A), Figure 2 the first positioning point is the one closest to the final position among the first positioning points; the first positioning points include: a platform position, or an end point on the other train which has communication connection with the OC and which is close to the end of the final position, or a position point corresponding to the target turnout on the track, or a position point closest to the final position in the other artificial path area which has been set; wherein the target turnout refers to the turnout whose turnout position is in the four-way state. That is, in this embodiment, the first positioning point can be the first positioning point encountered by the train when it continues to advance in the first advancing direction. Among them, the first positioning point can be:

[0025] A. the platform position of the platform encountered in front of the train when the train continues to advance in the first advancing direction from the final position;

[0026] B. the head or tail of the other train which has communication connection with the OC and which is encountered in front of the train when the train continues to advance in the first advancing direction from the final position, wherein the head is closer to the final position, so the first positioning point is the head; similarly, the tail is closer to the final position, so the first positioning point is the tail;

[0027] C. When the train departs from the final position and continues to move in the first moving direction, the target turnout (the turnout in the four-way state) encountered in front of the train has a corresponding position point on the track, wherein the turnout position has a normal position and a reverse position, and the state of the turnout position which is not in the normal position (for example, the normal position and the reverse position) is called the four-way state, and the turnout position in the four-way state indicates that it is uncertain which specific position the turnout is in, and at this time, the train passing through will be dangerous;

[0028] D. When the train departs from the final position and continues to move in the first moving direction, the closest position point in the existing other artificial path area to the final position is encountered in front of the train; the start point of the other artificial path area refers to the other artificial path area corresponding to other trains except the first artificial path area corresponding to the train, and each artificial path area (including the first artificial path area and the second artificial path area mentioned later) is set as a path area for the degraded train to pass through after being set, and has no direction. Therefore, the closest position point in the first other artificial path area encountered in the first moving direction is the first position point.

[0029] Among the first position points corresponding to the above four cases, the closest position point to the final position among all the first position points is selected as the first position point, that is, the end point of the first artificial path area. Among the first position points corresponding to the above four cases, the first position points corresponding to the above four cases can be regarded as obstacle points for the degraded train to run, and therefore, when the degraded train moves in the first moving direction to the first station (corresponding to A) before the first station, if there are obstacle points of the above three cases, the closest obstacle point is selected as the end point of the first artificial path area; and if the degraded train moves in the first moving direction to the first station before the first station, none of the above three obstacle points are encountered, and the station position of the first station is the end point of the first artificial path area, so that the degraded train can be smoothly driven to the next station.

[0030] Understandably, after the first artificial path area is set, the MA (movement authority, that is, the permission of other trains connected with the OC to enter and run in a certain area in a given moving direction) of other trains connected with the OC cannot extend into the first artificial path area, so as to protect the safety distance of other trains connected with the OC (communication train) and the degraded train (non-communication train) with the OC communication interrupted.

[0031] In one embodiment, when the train is on a circular track (i.e., the track type is circular), the first positioning point is any first segment critical point in the first preset path with the shortest path length (the shortest preset path refers to the path extending from the final position along the first forward direction to the first position point closest to the final position); the first preset path refers to the path extending from the final position along the first forward direction to the first position point; the first preset path includes at least one segment, and the first segment critical point refers to the endpoint of any segment in the first preset path that is far from the final position; the first position point includes: a platform position, or an endpoint on another train connected to the OC that is close to the final position, or the position point corresponding to the target turnout on the track, or the position point closest to the final position in other currently set artificial path areas; wherein, the target turnout refers to a turnout in a four-way open state. That is, if the train is on a circular track, but the first artificial path area is still set in the manner of a non-circular track, it may cause the first artificial path area set by the OC to be different from the initial intention, thus causing the problem of incorrect setting of the first artificial path area. For example, when a train is traveling from section LT1 to section LT2 and communication with the OC is lost at section LT3, the starting point of the first manual section area will be set to the current location of the train. Figure 3 The final position in the LT3 segment of the circular track shown is defined as the endpoint of the first artificial path area set up in a non-circular track manner, which is the first positioning point in the LT6 segment (the first position point that is closest to the final position in the LT3 segment). Since the first artificial segment itself does not have a direction, if only this final position is set as the starting point and the first positioning point as the endpoint in the circular track, there may be two different configurations of the first artificial path area: Configuration 1: The first artificial path area sequentially includes segments LT3, LT4, LT5, and LT6; Configuration 2: The first artificial path area sequentially includes segments LT3, LT2, LT1, LT7, and LT6. Furthermore, the lengths of the first artificial path segments in these two cases are similar or even equal. This could potentially lead to the first artificial path area set by OC differing from the initial intention (i.e., Configuration 1), resulting in an error in the setting of the first artificial path area. Therefore, in this invention, the first artificial path area of ​​the circular track cannot be set up in a non-circular track manner.

[0032] Further, in the embodiment, to accurately match the first artificial path region to the initial intention of case one including LT3, LT4, LT5, and LT6 in sequence, the first artificial path region can be set to a short distance in one of the segments of LT3, LT4, LT5, and LT6 (i.e., the first preset path extending from the final position to the first position point in the first advancing direction, since there is a direction limitation, the first preset path can only be the state corresponding to case one). The short distance can be set to one or more segments of the first preset path, but is preferably shorter than the first preset path. For example, the first artificial path region can be set to the segments of LT3 and LT4 (at this time, the first segment critical point is the end point of the segment of LT4 away from the final position, i.e., the segment critical point between the segments of LT4 and LT5). After the segments of LT3 and LT4 are successfully set as the first artificial path region, after the train travels to the segment critical point (i.e., the first segment critical point) between the segments of LT4 and LT5 in a degraded manner, the train can continue to set the segments of LT5 and LT6 as the second artificial path region. For details of the setting method of the second artificial path region, refer to the embodiment below, which will not be described here.

[0033] S30: Locking the positions of all switches arranged in the first artificial path region, and displaying all switch signals in the first artificial path region according to the positions of the switches, so that the train travels through the switches in a degraded manner according to the display states of the switch signals. In the embodiment, the switches refer to all actual switches in the first artificial path region (or the second artificial path region or other artificial path regions, etc.). After the first artificial path region is set, the positions of all switches arranged in the first artificial path region are locked, i.e., the switches are locked at the existing positions (only after the first artificial path region is successfully set, the switches in the first artificial path region are locked). The existing position refers to the position in the first artificial path region where the switch should be positioned or reversed, at this time, the switch has been pulled to the switch position required by the degraded train in the first artificial path region. As shown in FIG. 6, if the first artificial path region is set to the segments of L1 to L4, the switches SW2 and SW3 need to be set at the positions, at this time, the positions are the existing positions. Figure 2

[0034] ​In the embodiment, the switch signals are installed on both sides of the switch, and display in the constant light mode, and the switch signals display differently according to the switch position, that is, the switch signals can display different light colors or be turned off according to the switch position; at this time, when the train runs in the first manual path area in the degraded mode, the position of the switch can be determined according to the specific display state of the switch signal, and the safe driving through the switch is ensured. Understandably, in the present application, the degraded train will be driven by the driver in the RM (restricted manual driving mode) mode in the first manual path area, and the other trains (communication trains) connected with the OC can be automatically driven, but cannot enter the first manual path area (and the communication trains cannot enter any other manual path area). Moreover, the switch signal is only used for checking when the degraded train passes, and cannot be used as the confirmation signal of the MA extension of the other trains (communication trains) connected with the OC. In the embodiment, the OC autonomously plans a certain section as the first manual path area for the degraded train, which can ensure that the other trains connected with the OC normally keep a safe tracking interval with the degraded train corresponding to the first manual path section, and the driving path (the first manual path section) of the degraded train has also been planned and determined at the same time, so that the display state of the switch signal finally prompts the degraded train and the driver to safely pass according to the needs.

[0035] Further, in the embodiment, the display signal of the switch signal is collected by the EEC (Electronic Execution Controller) board card, and then the EEC board card sends the display signal to the ECC

[0036] (Electronic Communicate Controller, full electronic communication control unit) module in the OC, so that the switch signal can directly communicate with the OC through the EEC module. Compared with the scheme in the prior art that the display signal of the switch signal is collected by the EEC board card, and then the EEC board card first communicates with the independent ECC (the ECC module is integrated in the OC in the embodiment) and then communicates with the interlocking system through the ECC, the communication links and devices are reduced, and the communication efficiency is improved.

[0037] The application plans a first artificial path area according to the final position and the first advancing direction of the train (i.e. the degraded train with which the communication with the OC is interrupted) after the train and the OC communication is interrupted and needs to be degraded, to determine the degraded running range of the train, and after the OC indicates that all the switches in the first artificial path area are position-locked, the switch signals in the first artificial path area are displayed according to the corresponding switch positions, to indicate the running direction of the degraded train when it encounters a switch in the first artificial path area, to provide help for the running of the degraded train and the command of the dispatch personnel, to ensure the safe running of the degraded train while ensuring that the rest of the trains in normal communication connection with the OC keep a safe tracking interval from the degraded train, to ensure the safe and stable running of the whole TACS system.

[0038] Meanwhile, in the application, only the switch signals before and after the switch are needed to indicate the degraded running of the train through the switch, without the need to arrange other signal devices in the area related to the open route, so that the trackside equipment demand of the whole line can be reduced, and the cost is saved; and in the application, the degraded train running in the TACS system does not need to rely on the interlocking system, so that the TACS system and the interlocking system are separated and independently controlled to run the degraded train, i.e. the OC of the TACS system can independently process the degraded train running, so that the degraded train running function of the application is relatively simple without the need to rely on the detection equipment installed on the train, to reduce the data configuration of the interlocking table and the need for complicated checking conditions, and the running efficiency is improved.

[0039] In an embodiment, the step S30 of causing all the switch signals in the first artificial path area to display according to the corresponding switch positions comprises:

[0040] When the switch is determined to be locked in the position or the reverse position, the switch signal corresponding to the switch displays the first passing color corresponding to the position or the second passing color corresponding to the reverse position; i.e. when the first artificial path area is set and the switch is locked in the existing position, after the switch is locked, the switch signal displays the corresponding first passing color or the second passing color. The first passing color and the second passing color can be set according to the needs. Further, the first passing color is green, i.e. when the switch position locked by the switch is the position, the switch signal is green; the second passing color is yellow, i.e. when the switch position locked by the switch is the reverse position, the switch signal is yellow. At this time, the yellow light and the green light are both open signals, indicating that the train can pass through, and the dispatcher of the dispatch center of the TACS system and the driver of the degraded train can determine whether the train can pass through the switch according to the color displayed by the switch signal in front of the train, such as selecting the passing direction according to the needs when the switch signal displays the yellow light or the green light.

[0041] In an embodiment, in the step S30, the displaying of all the switch signals in the first artificial path region according to the corresponding switch positions comprises:

[0042] When the switch is determined to be in the four-way state or the unlocked state, the switch signal corresponding to the switch is displayed in the stop color. The stop color is set according to requirements, and further, the stop color is red, that is, when the switch position of the switch is in the four-way state or the unlocked state, the switch signal is red. At this time, the red light is a stop signal, and the train is prohibited from passing.

[0043] In an embodiment, in the step S30, the displaying of all the switch signals in the first artificial path region according to the corresponding switch positions comprises:

[0044] When the switch is determined to be in the four-way state or the unlocked state, the switch signal corresponding to the switch is displayed in the stop color. The stop color is set according to requirements, and further, the stop color is red, that is, when the switch position of the switch is in the four-way state or the unlocked state, the switch signal is red. At this time, the red light is a stop signal, and the train is prohibited from passing.

[0045] In an embodiment, after the step S20, that is, after the first artificial path region corresponding to the train is determined, the method further comprises: after detecting that the train and the OC resume communication, if a path cancel instruction is received, canceling the first artificial path region; the path cancel instruction is generated after the dispatch center confirms that there is no degraded train in the first artificial path region. In this embodiment, after the first artificial path region is set, if the degraded train resumes communication with the OC, at this time, the OC can reposition the train and upgrade, that is, the train re-applies resources to the OC; specifically, the train can pass through a plurality of (such as two) transponders, initiate registration to the OC, determine the position of the train, at this time, the train can be upgraded to an automatic driving mode, that is, continue to apply resources to the OC; here, the resources include switch resources, platforms, sections, and the like. But after detecting that the train and the OC resume communication, the first artificial path region previously set by the train will not be canceled immediately, but will be kept, and then the dispatch center of the TACS system is manually determined by the dispatcher that there is no degraded train in the first artificial path region, and then the dispatcher enters a path cancel instruction in the preset cancel interface of the dispatch center and sends it to the OC for manual cancellation, to ensure the safe operation of the TACS system.

[0046] In one embodiment, after step S20, i.e., after determining the first manual path area corresponding to the train, the method further includes: setting the first manual path area as a prohibited area for other trains before it is cancelled. That is, in this embodiment, downgraded trains can travel within the first manual path area, while other trains (communication trains) connected to the OC are not allowed to enter the first manual path area. Therefore, before the first manual path area is cancelled, it needs to be set as a prohibited area for other trains to ensure that other trains (or other downgraded trains) normally connected to the OC maintain a safe tracking interval with the downgraded train corresponding to the first manual path section.

[0047] In one embodiment, such as Figure 4 As shown, after step S30, that is, locking the positions of all switches set in the first manual path area, and then causing all switch signals in the first manual path area to display according to the corresponding switch positions, so that the train can degrade its operation and pass through the switches in the first manual path area according to the display status of the switch signals, the process includes:

[0048] S40: receiving a continue driving request sent by the dispatch center, the continue driving request being generated by the dispatch center after the driver of the train confirms that the first positioning point is not the position point on the track corresponding to the target turnout, and confirms that the train has driven to the first positioning point; the continue driving request is sent by the dispatch center to the OC through a preset communication mode; wherein, the target turnout refers to a turnout with a four-open state. That is, after the train is degraded, the OC will only automatically set a first artificial path for the degraded train once. If the train needs to drive forward again after driving to the end point of the first artificial path region (the first positioning point), a second artificial path region needs to be manually set. At this time, if the first positioning point is not the position point on the track corresponding to the target turnout (the turnout with a four-open state), it means that after reaching the first positioning point, if the end point corresponding to the first artificial path region (i.e., the first positioning point) has been removed, the train can continue to drive forward at this time. For example, after the train drives to the platform (the first positioning point), it can drive to the next platform. For another example, when the train drives to the end point of the first artificial path region (the first positioning point), the other artificial path region to which the first positioning point (the end point on the other train close to the final position and in communication connection with the OC) belongs has been cancelled, and at this time, the degraded train can continue to drive forward. For another example, when the train drives to the end point of the first artificial path region (the first positioning point), the other train to which the first positioning point (the position point in the existing other artificial path region closest to the final position) belongs has already left, and at this time, the degraded train can also continue to drive forward. Therefore, after the driver confirms that the first positioning point is not the turnout with a four-open state, and the train has driven to the first positioning point, a continue driving request can be sent to the OC through a preset communication mode. For example, the driver communicates with the dispatcher of the dispatch center of the TACS system through a telephone, information or other means, and then enters the continue driving request through a preset input interface and sends it to the OC, so that the OC can set a second artificial path region in the front area of the train according to the continue driving request.

[0049] S50: obtaining the second advancing direction of the train from the continue driving request, determining a second artificial path region corresponding to the train according to the first positioning point and a second positioning point located on the second advancing direction; the second positioning point is determined according to the track type (such as a non-loop track or a loop track) where the train is located. In an embodiment, the second artificial path region takes the first positioning point as a starting point and takes the second positioning point located on the second advancing direction as an ending point; in another embodiment, the first positioning point can also be taken as a reference for selecting the starting point of the second artificial path region, and a position point on the train driving track which is away from the first positioning point by a third preset distance can be taken as the starting point of the second artificial path region; and the second positioning point can also be taken as a reference for the ending point of the second artificial path region, and a position point on the train driving track which is away from the second positioning point by a fourth preset distance (the third preset distance and the fourth preset distance are set according to requirements, and the two can be equal or not equal, and the third preset distance and the fourth preset distance can also be equal or not equal to the first preset distance and the second preset distance) can be taken as the ending point of the second artificial path region. That is, when the train drives to the first positioning point along the first advancing direction, the driving direction of the train is the second advancing direction. When setting the second artificial path region, the first positioning point can be taken as a reference for setting the starting point of the second artificial path region, and the second positioning point encountered when the train continues to drive along the second advancing direction from the first positioning point can be taken as a reference for setting the ending point of the second artificial path region.

[0050] Further, when the train is on a non-loop track, the second positioning point is the one closest to the second positioning point among the second position points; the second position points include: a platform position, or an end point on the other train connected with the OC which is close to the first positioning point, or a position point on the track corresponding to the target turnout, or a position point closest to the first positioning point in the other artificial path region that has been set; wherein the target turnout refers to a turnout with a four-way position. That is, in this embodiment, the first positioning point can be the first position point encountered when the train continues to drive along the first advancing direction. Among them, the second position point can be:

[0051] E. the platform position of the platform encountered in front of the train when the train continues to drive along the second advancing direction from the first positioning point;

[0052] F. the head or tail of the other train connected with the OC encountered in front of the train when the train continues to drive along the second advancing direction from the first positioning point, wherein the head is closer to the final position, so the second positioning point is the head; similarly, the tail is closer to the final position, so the second positioning point is the tail;

[0053] G. the position point on the track corresponding to the target turnout (the target turnout refers to a turnout in a four-way open state) encountered by the train when the train departs from the first position point and continues to advance in the second advancing direction;

[0054] H. the position point in the other existing artificial path region closest to the first position point encountered by the train when the train departs from the first position point and continues to advance in the second advancing direction; the start point of the other artificial path region refers to an other artificial path region corresponding to another train, in addition to the first artificial path region and the second artificial path region corresponding to the train. The position point in the first other artificial path region encountered when advancing in the second advancing direction is the second position point.

[0055] Among the second position points corresponding to the above four cases, the second position point closest to the first position point is selected as the second position point, that is, the end point of the second artificial path region. The second position points corresponding to the cases F, G, and H can be regarded as obstacle points for the train to run in a degraded mode. Therefore, when the degraded train advances to the first platform (corresponding to E) in the second advancing direction, if there is an obstacle point in the three cases, the obstacle point closest to the obstacle point is selected as the end point of the second artificial path region. If the degraded train does not encounter the above three obstacle points when advancing to the first platform in the second advancing direction, the position of the first platform is the end point of the second artificial path region, so that the degraded train can be smoothly driven to the next platform.

[0056] Further, when the train is on a loop track, the second position point is a second section critical point in any one of second preset paths with the shortest path length; the second preset path refers to a path extending from the first position point to the second position point in the second advancing direction; the second preset path includes at least one section, and the second section critical point refers to an end point of any one section of the second preset path away from the first position point. That is, as described in the above embodiment, if the train is on a loop track, the first artificial path region of the loop track is still set in the manner of a non-loop track, which may cause the final set second artificial path region to be different from the initial intention, thereby causing an error in setting the second artificial path region. Therefore, in the present embodiment, the first artificial path region of the loop track is not set in the manner of a non-loop track, and the second position point is set as a second section critical point in any one of second preset paths with the shortest path length when the train is on a loop track. For the setting method of the first position point when the train is on a loop track, reference is made to the above embodiment, and details are not described herein.

[0057] S60: When the path length of the second artificial path region is not equal to zero, position locking is performed on all switches arranged in the second artificial path region, and then all switch signals in the second artificial path region are displayed according to the corresponding switch positions, so that the train passes through the switches according to the display states of the switch signals in the second artificial path region.

[0058] That is, after the second artificial path region is set, if the obstacle point corresponding to the end point (i.e., the first positioning point) of the first artificial path region is still not removed, the path length of the set second artificial path region may be equal to zero, and the train cannot continue to move forward. When the path length of the second artificial path region is not equal to zero, it means that the train can indeed proceed along the second artificial path region. At this time, position locking is performed on all switches arranged in the second artificial path region, that is, the switches in the second artificial path region are locked at the existing positions, and the switch signals display different lamp colors or are extinguished according to the switch positions. At this time, when the train continues to run in the second artificial path region, the position of the switch can be determined according to the specific display state of the switch signal, so as to ensure safe passing through the switch. Understandably, other trains (communication trains) connected with the OC can be automatically driven, but cannot enter the second artificial path region. In this embodiment, after the OC plans a certain section as the first artificial path region for the degraded train to autonomously plan, the OC can continue to assist in planning the second artificial path region, so as to ensure that other trains connected with the OC and the degraded train corresponding to the second artificial path section maintain a safe tracking interval, and the continuous running path (the first artificial path section and the second artificial path section continuous therewith) of the degraded train has also been planned and determined at the same time. Therefore, finally, the display state of the switch signal prompts the degraded train and the driver to safely pass through according to the needs.

[0059] In order to further understand the above-mentioned embodiments of the present application, the following examples are given to further illustrate the present application.

[0060] I. As shown in the opposite driving scene, Figure 2 sw1, sw2, sw3, and sw4 are positioned (positioning is positioning Figure 2The train T1 is running towards the turnout S2 (i.e. the turnout corresponding to the turnout S2), and the train T2 is running towards the turnout X3 (i.e. the turnout corresponding to the turnout X3). At this time, if the steps S10-S30 of the train downgrade operation method are performed, the first artificial path region can be set to include the LT2 and LT3 sections, and the first artificial path region can be established for both the train T1 and the train T2. In this case, there are two possible situations for the OC:

[0061] The first situation is that the first artificial path region is set to correspond to the train T1. At this time, the dispatcher of the dispatching center confirms the communication interruption between the OC and the train T1, and issues the artificial path command to the OC. Then, the running direction of the first artificial path region is determined to be from the LT2 section to the LT3 section by selecting the LT2 section first and then the LT3 section. The running direction is consistent with the first forward direction of the train T1, so it can be determined that the first artificial path region corresponds to the train T1. At this time, the turnout corresponding to the turnout S2 is locked in position, and the OC drives the turnout S2 to display a green light signal, indicating that this section of the first artificial path region is set for the train T1. The LT2 and LT3 sections are locked and set as prohibited running areas for all trains except the train T1. Since the LT2 and LT3 sections cannot be set as the first artificial path region corresponding to the train T2, the turnout corresponding to the turnout X3 is locked, and the turnout X3 only serves as the turnout signal for the first artificial path region corresponding to the train T1, and does not serve the downgrade train T2. At this time, the downgrade train T2 can only stop in front of the turnout X3, i.e. in the LT4 section, and wait.

[0062] The second scenario involves assigning the first manual route area to train T2. ​​In this case, after the dispatcher at the dispatch center confirms the communication interruption between the OC and train T2 and issues a manual route command to the OC, the operating direction of the first manual route area can be determined by first selecting the LT3 section and then selecting the LT2 section. This operating direction is from the LT3 section to the LT2 section, which is consistent with the first forward direction of train T2. ​​Therefore, it can be determined that the first manual route area corresponds to train T2. ​​At this time, the turnout corresponding to the turnout signal X3 will be locked in position, and the OC will drive the turnout signal X3 to turn on the green light. The signal indicates that the first manual path area is set for train T2. ​​At this time, sections LT2 and LT3 will be blocked and set as a no-running area for trains other than train T2. ​​Meanwhile, since sections LT2 and LT3 cannot be set as the first manual path area for train T1, the turnout corresponding to turnout signal S2 will be locked. Turnout signal S2 will only be displayed as a turnout signal in the first manual path area corresponding to train T2 and will not serve the downgraded train T1. At this time, downgraded train T1 can only stop in front of signal S2, that is, stop and wait in section LT1.

[0063] In the above embodiments, the first manual path area itself has no direction. When two or more degraded trains correspond to the same first manual path area, the running direction of the first manual path area can be determined by setting the section selection order. Then, by matching this running direction with the first forward direction of the degraded train, the degraded train corresponding to the first manual path area can be determined, and the corresponding turnout signal can be opened to provide a running signal indication for the degraded train. The same method can be used when setting the second manual path area, and will not be described in detail here.

[0064] II. Figure 1 In the crossover scenario shown, switches SW2 and SW4 are both in the reverse position, while switches SW1 and SW3 are in the normal position. Trains T1 and T2 are both degraded trains. At this time, train T1 approaches switch signal S2, and train T2 approaches switch signal X3. The section between switches SW2 and SW4 (i.e., the section between switches SW2 and SW4) is selected as the first manual path area for train T1. Simultaneously, the switch corresponding to switch signal S2 will be locked in the reverse position, and OC will drive switch signal S2 to illuminate a yellow light, indicating that this first manual path area is designated for train T1. At the same time, sections LT2 and LT3 will be blocked and designated as a no-traffic zone for all trains except train T1, and other trains are prohibited from passing through this first manual path area.

[0065] At this point, if one attempts to move switches SW1 and SW3 to their reverse positions and then set the section between the reversed positions of SW3 and SW1 (i.e., the section between SW3 and SW1) as the first manual path area corresponding to the downgraded train T2, the setting will fail because switch signal S2 is already open (switcher signal S2 is open with a yellow light, and train T1 may pass through the section between switches SW2 and SW4 at any time; train T2 will be prohibited from crossing through this section to avoid accidents). Since the first manual path area setting for train T2 has failed, the switch corresponding to switch signal X3 will not be locked, and switch signal X3 will illuminate red. In this embodiment, the success or failure of the first manual path setting is related to the display of the switch signal, which can protect other downgraded trains that should not be approaching.

[0066] III. Figure 3 In the illustrated circular track scenario, train T1 is on a circular track. Sections LT3 and LT6 consist of two equal-length track segments on either side, which connect to form a circular track. When the train travels from section LT1 to section LT2, communication with the OC is lost at section LT3. At this point, the section from LT3 to LT6 needs to be designated as the first artificial path area for train T1. The starting point of this first artificial path area will then be set to the current location of the train. Figure 3 The final position in the LT3 section of the circular track shown, if calculated according to a non-circular track (such as the one described above) Figure 2 The first artificial path area, set in the manner shown in the diagram, terminates at the first positioning point in segment LT6 (the first position point closest to the final position in segment LT3). At this point, since the first artificial segment area itself does not have a direction, therefore... Figure 3 In a circular track, if only the final position is set as the starting point and the first positioning point as the ending point, there may be two different configurations for the first artificial path area: Configuration 1: The first artificial path area sequentially includes segments LT3, LT4, LT5, and LT6; Configuration 2: The first artificial path area sequentially includes segments LT3, LT2, LT1, LT7, and LT6. Furthermore, the lengths of the first artificial path segments in these two configurations are similar or even equal. This could potentially lead to the first artificial path area set by OC differing from the initial intention (i.e., Configuration 1), resulting in an error in the first artificial path area configuration. Therefore, in this invention, the first artificial path area of ​​a circular track cannot be configured in the manner of a non-circular track.

[0067] Specifically, if the train T1 is to be set to travel in the direction of LT3, LT4, LT5, and LT6 sections in sequence, a dispatcher can manually set a first artificial path region with a relatively short distance, for example, the dispatcher can issue a command to set the corresponding final position in the LT3 section as the starting point of the first artificial path region and the first positioning point in the LT4 section as the ending point of the first artificial path region. At this time, for the loop track, there are still two cases (case one: the first artificial path region includes the LT3 and LT4 sections in sequence; case two: the first artificial path region includes the LT3, LT2, LT1, LT7, LT6, LT5, and LT4 sections in sequence) for the OC to determine the corresponding first artificial path region. At this time, case one with a shorter path length can be selected and set as the first artificial path region. Alternatively, case one that matches the second forward direction (the second forward direction is from the LT1 section to the LT2 section, and the sections along the direction continue to be the LT3 and LT4 sections, which match case one) can be selected as the first artificial path region. In this way, after the LT3 and LT4 sections are successfully set as the first artificial path region corresponding to the train L1, the sections LT5 and LT6 can be set as the second artificial path region. The setting method is the same as that in the above embodiment of the first artificial path region and the second artificial path region of the loop track, which is not repeated here.

[0068] It should be understood that the size of the serial number of each step in the above embodiment does not mean the order of execution, and the execution order of each process should be determined according to its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present application.

[0069] The present application also provides an OC, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the above train degraded operation method.

[0070] The specific limitations of the OC can be referred to the above limitations of the train degraded operation method, which are not repeated here. Each module in the above OC can be implemented by software, hardware, and a combination thereof, in whole or in part. The above modules can be embedded in or independent of the processor in the computer device in hardware form, or stored in the memory in the computer device in software form, so as to be called and executed by the processor to perform the operations corresponding to each module. Understandably, the OC can be regarded as one or more computer devices, such as Figure 5As shown, the computer device includes a processor, a memory, a network interface and a database connected through a system bus. The processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for running the operating system and the computer program in the non-volatile storage medium. The database of the computer device is configured to store data used by the train degraded operation method in the above embodiments. The network interface of the computer device is configured to communicate with an external terminal through a network connection. The computer program is configured to be executed by the processor to implement a train degraded operation method.

[0071] The present application also provides a TACS system including a plurality of the above OCs. Further, the TACS system also includes a dispatch center in communication connection with the OCs. More specific definitions of the train and the OCs can be found in the above definitions of the train degraded operation method, which will not be repeated here.

[0072] In one embodiment, a computer readable storage medium is provided, which stores a computer program. The computer program is configured to be executed by a processor to implement the above train degraded operation method.

[0073] Those skilled in the art can understand that all or part of the processes in the above embodiments can be completed by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer readable storage medium. When the computer program is executed, it can include the processes of the above embodiments. Any reference to the memory, storage, database or other medium in the embodiments provided by the present application can include non-volatile and / or volatile memory. The non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. The volatile memory can include random access memory (RAM) or external cache memory. As an illustration but not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM) and memory bus dynamic RAM (RDRAM) and the like.

[0074] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above-mentioned division of each functional unit and module is exemplified, and in actual application, the above-mentioned functions can be completed by different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above.

[0075] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can be modified, or some technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A method for downgrading train operation, characterized in that, Applied to OC, the method includes: Upon confirming a communication interruption between the OC and the train, determine the train's final position and first direction of travel before the communication interruption. Based on the final position and the first positioning point in the first forward direction, a first artificial path area corresponding to the train is determined; the first positioning point is determined according to the track type on which the train is located. The positions of all turnouts set in the first manual path area are locked, thereby causing all turnout signals in the first manual path area to display according to the corresponding turnout positions, so that the train can degrade its operation and pass through the turnouts in the first manual path area according to the display status of the turnout signals. The system receives a request to continue driving from the dispatch center. This request is generated by the dispatch center after the train driver confirms that the first positioning point is not the location point corresponding to the target turnout on the track, and confirms that the train has already traveled to the first positioning point. The target turnout refers to a turnout in a four-way open state. The second direction of travel of the train is obtained from the request to continue driving. Based on the first positioning point and the second positioning point located on the second direction of travel, a second manual path area corresponding to the train is determined. The second positioning point is determined according to the track type on which the train is located. When the path length in the second manual path area is not equal to zero, the positions of all switches set in the second manual path area are locked, thereby causing all switch signals in the second manual path area to display according to the corresponding switch positions, so that the train can pass through the switches in the second manual path area according to the display status of the switch signals.

2. The train downgrade operation method as described in claim 1, characterized in that, When the train is on a non-circular track, the first positioning point is the one among the first position points that is closest to the final position; The first location point includes: a platform location, or an endpoint on another train that is connected to the OC and is close to the final location, or the location point on the track corresponding to the target turnout, or the location point in another currently set artificial path area that is closest to the final location.

3. The train downgrade operation method as described in claim 1, characterized in that, When the train is on a circular track, the first positioning point is any one of the first segment critical points in the first preset path with the shortest path length; the first preset path refers to the path extending from the final position along the first forward direction to the first position point. The first preset path includes at least one segment, and the first segment critical point refers to the endpoint of any segment in the first preset path that is far from the final position; The first location point includes: a platform location, or an endpoint on another train that is connected to the OC and is close to the final location, or the location point on the track corresponding to the target turnout, or the location point in another currently set artificial path area that is closest to the final location.

4. The train downgrade operation method as described in claim 1, characterized in that, When the train is on a non-circular track, the second positioning point is the one among the second position points that is closest to the second positioning point; The second location point includes: a platform location, or an endpoint on another train connected to the OC that is close to the first location point, or the location point on the track corresponding to the target turnout, or the location point in other currently set artificial path areas that is closest to the first location point; wherein, the target turnout refers to a turnout in a four-way open state; When the train is on a circular track, the second positioning point is any second segment critical point in the second preset path with the shortest path length; the second preset path refers to the path extending from the first positioning point along the second forward direction to the second position point; the second preset path includes at least one segment, and the second segment critical point refers to the endpoint of any segment in the second preset path that is far from the first positioning point.

5. The train downgrade operation method as described in claim 1, characterized in that, The step of instructing all turnout signals within the first manual path area to display information according to their respective turnout positions includes: When it is determined that the turnout is locked in the normal or reverse position, the turnout signal corresponding to the turnout shall display the first passage color corresponding to the normal position or the second passage color corresponding to the reverse position.

6. The train downgrade operation method as described in claim 1, characterized in that, The step of instructing all turnout signals within the first manual path area to display information according to their respective turnout positions includes: When it is determined that the turnout is in a four-way open state or an unlocked state, the turnout signal corresponding to the turnout shall display a prohibition color.

7. The train downgrade operation method as described in claim 1, characterized in that, The step of instructing all turnout signals within the first manual path area to display information according to their respective turnout positions includes: When a fault is detected in a turnout, the corresponding turnout signal is turned off.

8. The train downgrade operation method as described in claim 1, characterized in that, After determining the first manual path area corresponding to the train, the method further includes: After the train resumes communication with the OC, if a route cancellation instruction is received, the first manual route area is cancelled; the route cancellation instruction is generated by the dispatch center after confirming that there are no downgraded trains in the first manual route area.

9. The train downgrade operation method as described in claim 1, characterized in that, After determining the first manual path area corresponding to the train, the method further includes: Before the first manual route area is cancelled, the first manual route area will be set as a no-running area for other trains.

10. An OC, characterized in that, It includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the train downgrade operation method as described in any one of claims 1 to 9.

11. A TACS system, characterized in that, Includes multiple OCs as described in claim 10.

12. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the train downgrade operation method as described in any one of claims 1 to 9.

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