Method and system for protecting train operation in areas with rain and snow based on vehicle-to-vehicle communication

Abstract

Embodiments of the present disclosure provide a method and system for protecting train operation in rainy and snowy areas based on vehicle-to-vehicle communication, which are applied to the field of urban rail transit train control technology. The method includes that the RC determines the logical section information where the regional rain and snow mode needs to be set based on the received information, and sends the logical section information to the ATS through an alarm method, so that the ATS can set the regional rain and snow mode in the form of a pop-up window on the interface. After obtaining the logical section information with the regional rain and snow mode set, it is sent to the TMC. The TMC returns the logical section information with the successfully saved regional rain and snow mode set to the RC, and then the RC sends it to the corresponding IVOC, so that the IVOC can judge whether the train enters the rain and snow mode operation according to the rain and snow protection range of the train body and the received logical section information with the regional rain and snow mode set. In this way, the rain and snow conditions in each area of the line are monitored in real time through data exchange between subsystems in the VBTC signal system, ensuring the timeliness and efficiency of train operation protection processing.

Description

Technical Field

[0001] The present disclosure relates to the technical field of urban rail transit train control, and particularly to a regional rain and snow train operation protection method and system based on vehicle-to-vehicle communication. Background Art

[0002] With the rapid development of urban rail transit tools, more and more citizens tend to travel by urban rail transit tools. This requires not only the safe operation of urban rail transit vehicles during working hours but also efficient operation. Especially in extreme rain and snow weather, due to the coverage of rain and snow, the adhesion coefficient between the wheel and the rail decreases, resulting in a reduction in adhesion force. Trains are prone to major traffic accidents such as failure to brake in time, rear-ending the preceding train, or even derailment. To ensure the safety and high efficiency of train operation in rain and snow weather, it depends on the core train signal control system.

[0003] With the development of technology, a train signal control system that is more intelligent and safe than the traditional communication-based train automatic control (CBTC) system - the vehicle-to-vehicle communication-based train signal control (VBTC) system has gradually matured. However, when the VBTC system solves the problem of how to ensure the safe operation of trains in rain and snow weather, it enables all trains on the line to enter the rain and snow mode by setting the full-line rain and snow mode, reducing the maximum running speed and maximum braking rate of the trains, thereby ensuring the safe operation of trains in rain and snow weather. Although this method can ensure the safe operation of trains in rain and snow weather, it also brings the problem of reduced operation efficiency: when the full-line rain and snow mode is set due to rain and snow weather in some areas of the line, other areas of the line without rain and snow weather will be forced to enter the rain and snow mode, resulting in a decrease in the operation efficiency of this area. How to ensure the safe and efficient operation of trains in rain and snow weather requires a new rain and snow weather train operation protection method. Summary of the Invention

[0004] The present disclosure provides a regional rain and snow train operation protection method and system based on vehicle-to-vehicle communication.

[0005] According to a first aspect of the present disclosure, there is provided a regional rain and snow train operation protection method based on vehicle-to-vehicle communication, which is applied to RC. The method includes:

[0006] Receiving the status information of section relays, the logical section information affected by rain and snow, and the logical section information included in the area exceeding the wheel slip rate tolerance value;

[0007] Summarizing and de-duplicating the axle count section information corresponding to the section relays with the status of picked up screened from the status information, the logical section information affected by rain and snow, and the logical section information included in the area exceeding the wheel slip rate tolerance value, to obtain the logical section information for which the regional rain and snow mode needs to be set;

[0008] Send the logical section information of the area where the rain and snow mode needs to be set as rain and snow alarm information to the ATS, so that the ATS can set the rain and snow mode of the area through the interface pop-up window based on the logical section information of the area where the rain and snow mode needs to be set, obtain the logical section information of the area with the set rain and snow mode, and send the logical section information of the area with the set rain and snow mode to the TMC, so that the TMC can save the received logical section information of the area with the set rain and snow mode and return the saved logical section information of the area with the set rain and snow mode to the RC;

[0009] Send the received logical section information of the area with the set rain and snow mode to the corresponding IVOC, so that the IVOC can determine whether the train enters the rain and snow mode operation according to the rain and snow protection range of the train body and the received logical section information of the area with the set rain and snow mode.

[0010] In the aspects and any possible implementation manners as described above, a further implementation manner is provided.

[0011] The logical section information of the area affected by rain and snow is obtained through the following method:

[0012] The ITE collects the environmental information of the line in real time through a high-definition camera, identifies the areas covered by rain and snow, and finally determines the logical section information included in the areas affected by rain and snow in combination with the train position information.

[0013] In the aspects and any possible implementation manners as described above, a further implementation manner is provided. The logical section information included in the area exceeding the wheel slip rate tolerance value is obtained through the following method:

[0014] The IVOC collects the train speed and the driving motor speed;

[0015] The IVOC calculates the train speed according to the driving motor speed;

[0016] The IVOC calculates the wheel slip rate according to the collected train speed and the train speed calculated according to the driving motor speed;

[0017] The IVOC compares the wheel slip rate with the wheel slip rate tolerance value to obtain the logical section information included in the area exceeding the wheel slip rate tolerance value.

[0018] In the aspects and any possible implementation manners as described above, a further implementation manner is provided.

[0019] The ATS sets the rain and snow mode of the area through the interface pop-up window based on the logical section information of the area where the rain and snow mode needs to be set, and obtains the logical section information of the area with the set rain and snow mode, including:

[0020] The ATS alarms the dispatcher through a pop-up window on the interface with the logical section information for setting the regional rain and snow mode, so that the dispatcher can set the regional rain and snow mode for the logical section that needs to set the regional rain and snow mode in combination with the real-time monitoring picture of the track star chain, and obtain the logical section information of the set regional rain and snow mode.

[0021] For the aspects and any possible implementation manners described above, a further implementation manner is provided.

[0022] The IVOC determines whether the train enters the rain and snow mode of operation according to the rain and snow protection range of the train body and the received logical section information of the set regional rain and snow mode, including:

[0023] The IVOC determines whether there is logical section information of the set regional rain and snow mode within the rain and snow protection range of the train body according to the calculated rain and snow protection range of the train body; if it exists, the train enters the rain and snow mode of operation; if it does not exist, the train does not enter the rain and snow mode of operation.

[0024] For the aspects and any possible implementation manners described above, a further implementation manner is provided. The rain and snow protection range of the train body is calculated through the following steps:

[0025] The IVOC calculates the pre-check distance of the train's rain and snow protection according to the current running speed of the train, the maximum running speed in the train's rain and snow mode, and the deceleration during the train's braking.

[0026] The IVOC calculates the current rain and snow protection range of the train body according to the pre-check distance of the train's rain and snow protection, the length of the train body, and the maximum backward sliding distance of the train.

[0027] For the aspects and any possible implementation manners described above, a further implementation manner is provided. The method further includes:

[0028] Compare the logical section information that needs to set the regional rain and snow mode with the received logical section information of the set regional rain and snow mode, determine the logical section information of the un-set regional rain and snow mode, and send the logical section information of the un-set regional rain and snow mode to the ATS as rain and snow alarm information.

[0029] According to the second aspect of the present disclosure, a regional rain and snow train operation protection system based on vehicle-to-vehicle communication is provided. The system includes: Automatic Train Supervision system ATS, Train Management Controller TMC, Resource Controller RC, Object Controller OC, Track Star Link TSL, and Intelligent Vehicle On-board Controller IVOC;

[0030] Among them, the Resource Controller RC is used to perform the following operations:

[0031] Receive the status information of the receiving section relay, the logical section information affected by rain and snow, and the logical section information included in the area where the wheel slip rate exceeds the tolerance value;

[0032] Summarize and deduplicate the axle count section information corresponding to the section relays with the status of picked up, the logical section information affected by rain and snow, and the logical section information included in the area where the wheel slip rate exceeds the tolerance value selected from the status information, to obtain the logical section information for which the regional rain and snow mode needs to be set;

[0033] Send the logical section information for which the regional rain and snow mode needs to be set as rain and snow alarm information to the ATS, so that the ATS can set the regional rain and snow mode by means of an interface pop-up window for the logical section information for which the regional rain and snow mode needs to be set, obtain the logical section information with the regional rain and snow mode already set, and send the logical section information with the regional rain and snow mode already set to the TMC, so that the TMC can store the received logical section information with the regional rain and snow mode already set and return the stored logical section information with the regional rain and snow mode already set to the RC;

[0034] Send the received logical section information with the regional rain and snow mode already set to the corresponding IVOC, so that the IVOC can determine whether the train enters the rain and snow mode operation according to the rain and snow protection range of the train body and the received logical section information with the regional rain and snow mode already set.

[0035] According to the third aspect of the present disclosure, an electronic device is provided. The electronic device includes: a memory and a processor, a computer program is stored on the memory, and when the processor executes the program, the method as described above is implemented.

[0036] According to the fourth aspect of the present disclosure, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the method as described in the first aspect of the present disclosure is implemented.

[0037] The regional rain and snow train operation protection method and system based on vehicle-to-vehicle communication provided by the embodiments of the present disclosure. The RC determines the logical section information where the regional rain and snow mode needs to be set based on the received information, and sends the logical section information to the ATS through an alarm method, so that the ATS can set the regional rain and snow mode through a pop-up window on the interface. After obtaining the logical section information with the set regional rain and snow mode, it is sent to the TMC. The TMC returns the logical section information of the set regional rain and snow mode with successful disk storage to the RC, and then the RC sends it to the corresponding IVOC, so that the IVOC can judge whether the train enters the rain and snow mode operation according to the rain and snow protection range of the train body and the received logical section information with the set regional rain and snow mode. It can monitor the rain and snow conditions of each section of the line in real time. When it detects that there is a logical section on the line affected by rain and snow, the RC can promptly alarm the ATS, and the dispatcher can set the regional rain and snow mode for the logical section affected by rain and snow. On the premise of not affecting the operation of other non-rain and snow areas of the line, it ensures that the trains on the line can safely pass through such rain and snow sections, improving the operation efficiency of the overall line affected by regional rain and snow. And it does not need to rely on manual input, that is, it does not require the dispatcher to determine whether to set the rain and snow mode by actively checking the weather forecast. It monitors the rain and snow conditions of each area of the line in real time through data exchange between subsystems in the VBTC signal system, ensuring the timeliness and efficiency of train operation protection processing in rainy and snowy weather.

[0038] It should be understood that the content described in the summary of the invention section is not intended to limit the key or important features of the embodiments of the present disclosure, nor is it used to limit the scope of the present disclosure. Other features of the present disclosure will become easily understood through the following description. Brief Description of the Drawings

[0039] Combined with the drawings and referring to the following detailed description, the above and other features, advantages and aspects of the embodiments of the present disclosure will become more obvious. The drawings are used to better understand the solution and do not constitute a limitation to the present disclosure. In the drawings, the same or similar reference numerals represent the same or similar elements, where:

[0040] Figure 1 Shows a flowchart of a regional rain and snow train operation protection method based on vehicle-to-vehicle communication according to an embodiment of the present disclosure;

[0041] Figure 2 Shows a block diagram of a regional rain and snow train operation protection system based on vehicle-to-vehicle communication according to an embodiment of the present disclosure;

[0042] Figure 3 Shows a schematic block diagram of an exemplary electronic device capable of implementing the embodiments of the present disclosure;

[0043] Figure 4Shows the data interaction diagram of each subsystem in the VBTC system capable of implementing the embodiments of the present disclosure regarding regional rain and snow information;

[0044] Figure 5 Shows the schematic diagram of the protection processing for train operation in the regional rain and snow of the VBTC system capable of implementing the embodiments of the present disclosure. Detailed implementation manners

[0045] To make the objectives, technical solutions, and advantages of the embodiments of the present disclosure clearer, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present disclosure. Apparently, the described embodiments are some, but not all, of the embodiments of the present disclosure. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present disclosure without creative efforts shall fall within the protection scope of the present disclosure.

[0046] In addition, the term "and / or" in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this article generally represents an "or" relationship between the associated objects before and after.

[0047] In the present disclosure, when it is detected that there is rain or snow weather on the line that affects the safe operation of the train, the train can be made to enter the rain and snow mode of operation in advance through preventive emergency treatment to avoid accidents and risks.

[0048] Figure 1 Shows the flowchart of the method 100 for protecting train operation in the regional rain and snow based on vehicle-to-vehicle communication according to the embodiments of the present disclosure, which is applied to the RC. The method 100 includes:

[0049] Step 110, receiving the status information of the section relay, the logical section information affected by rain and snow, and the logical section information included in the area exceeding the tolerance value of the wheel slip rate.

[0050] In some embodiments, the logical section information affected by rain and snow is obtained in the following manner: The ITE collects the environmental information of the line in real time through a high-definition camera, identifies the area covered by rain and snow, and finally determines the logical section information included in the area affected by rain and snow in combination with the train position information.

[0051] In some embodiments, the logical section information included in the area exceeding the wheel - set slip rate tolerance value is obtained in the following manner: The IVOC collects the train speed and the driving motor speed; the IVOC calculates the train speed based on the driving motor speed; the IVOC calculates the wheel - set slip rate according to the collected train speed and the train speed calculated based on the driving motor speed; the IVOC compares the wheel - set slip rate with the wheel - set slip rate tolerance value to obtain the logical section information included in the area exceeding the wheel - set slip rate tolerance value.

[0052] In some embodiments, multiple means are used to monitor the rain and snow conditions of each section of the line in real - time, and they are handed over to the RC for summarization and judgment of the logical sections affected by rain and snow. Finally, the information of these logical sections is fed back to the ATS in the form of an alarm. Among them, the monitoring means for the rain and snow conditions of the line logical sections specifically include:

[0053] (1) Install a liquid - level sensor beside the line track in units of axle - counting sections, and install a section liquid - level relay with an electrical connection nearby. When a local area of the line is flooded due to heavy rainfall, snowfall, or blocked drainage outlets, etc., and the liquid - level sensor is submerged, the sensor converts the water pressure it receives into an electrical signal, which is amplified by an amplifier circuit and compensated by a compensation circuit, and finally output in the form of current. The current output by the sensor is transmitted to the corresponding section liquid - level relay, and the relay armature changes from the dropped state to the attracted state. Based on the above principle, finally, the OC periodically collects the states of all section relays within its jurisdiction and sends them to the RC for unified processing.

[0054] (2) Intelligent Train Eye (ITE) devices are installed at the front and rear ends of each train. During the operation of the train, the ITE collects the environmental information of the line in real - time through a high - definition camera, identifies the areas covered by rain and snow through an image recognition algorithm, and finally determines the logical section information included in the area affected by rain and snow in combination with the train position information output by the inertial navigation device. The ITE sends the identified logical section information affected by rain and snow to the IVOC, and then the IVOC sends it to the RC periodically for unified processing.

[0055] (3) The IVOC monitors the slip rate of the train wheel - set periodically according to the collected train speed and the calculated train speed. The calculation method of the wheel - set slip rate f is as follows:

[0056]

[0057] where v is the collected train speed; v c is the train speed calculated by the IVOC based on the driving motor speed, and its calculation method is:

[0058]

[0059] where π is the ratio of a circle's circumference to its diameter; r is the rotational radius of the wheel set; and n is the rotational speed of the motor.

[0060] The IVOC compares the calculated wheel - set slip ratio with the tolerance value of the wheel - set slip ratio in the configuration data, and sends the logical sections included in the area where the wheel - set slip ratio exceeds the tolerance value to the RC for unified processing.

[0061] Step 120: Aggregate and deduplicate the axle counter section information corresponding to the section relays with the "energized" state, the logical section information affected by rain and snow, and the logical section information included in the area where the wheel - set slip ratio exceeds the tolerance value, which are filtered from the status information, to obtain the logical section information for which the regional rain - snow mode needs to be set.

[0062] In some embodiments, based on the above - mentioned monitoring means, the RC filters out the axle counter sections corresponding to the section liquid - level relays with the "energized" state, and deduplicates and aggregates the logical sections included in these axle counter sections, the logical sections included in the area where the wheel - set slip ratio exceeds the tolerance value sent by the IVOC, and the logical sections affected by rain and snow, to obtain the logical section information for which the regional rain - snow mode needs to be set, and sends it to the ATS in the form of an alarm. For example, as shown in the appendix Figure 5 When it is detected that rain and snow occur in the logical sections 2G and 7G, the RC1 and RC2 will respectively send the logical section IDs corresponding to the logical sections 2G and 7G to the ATS.

[0063] In some embodiments, the RC compares the logical section information for which the regional rain - snow mode needs to be set with the received logical section information for which the regional rain - snow mode has been set, determines the logical section information for which the regional rain - snow mode has not been set, and sends the logical section information for which the regional rain - snow mode has not been set to the ATS as rain - snow alarm information. In this way, a real - time alarm is formed.

[0064] Step 130: Send the logical section information for which the regional rain - snow mode needs to be set to the ATS as rain - snow alarm information.

[0065] In some embodiments, the ATS sets the regional rain and snow mode for the logical section information that requires setting through an interface pop-up window, obtains the logical section information with the regional rain and snow mode set, and sends the logical section information with the regional rain and snow mode set to the TMC, so that the TMC can save the received logical section information with the regional rain and snow mode set and return the saved logical section information with the regional rain and snow mode set to the RC. Specifically, the ATS alarms the dispatcher through an interface pop-up window for the logical section information that requires setting the regional rain and snow mode, so that the dispatcher can set the regional rain and snow mode for the logical section that requires setting the regional rain and snow mode in combination with the real-time monitoring screen of the track star chain TSL, and obtain the logical section information with the regional rain and snow mode set. For example, as shown in the appendix Figure 5 It is shown that the ATS pop-up window alarms that rain and snow appear in the logical sections 2G and 7G, and then the dispatcher sets the regional rain and snow mode for the logical sections 2G and 7G through the ATS.

[0066] In some embodiments, the RC determines the logical sections affected by rain and snow through the OC and the input data of the communication train, and sends the logical section information to the ATS through an alarm method; the dispatcher, according to the alarm content and in combination with the TSL real-time monitoring screen, sends the logical section information that requires setting the regional rain and snow mode to the TMC. After receiving the logical section information with the regional rain and snow mode set by the ATS, the TMC saves it, and sends the logical section information after successful saving to all RCs on the line, and periodically reports to the ATS the logical section information with the regional rain and snow mode set during saving. By saving the data, even if the TMC crashes accidentally, after it restarts, without the dispatcher re-setting the regional rain and snow mode for the logical section, the TMC can also send the logical section information with the regional rain and snow mode set to all RCs on the line by reading the saved data. As shown in the appendix Figure 5 It is shown that the TMC saves the logical sections 2G and 7G, and after successful saving, sends to all RCs on the line that the regional rain and snow mode has been set for the logical sections 2G and 7G, and reports to the ATS that the regional rain and snow mode has been set for the logical sections 2G and 7G.

[0067] In some embodiments, the ATS will periodically refresh the station yard interface information according to the logical section information of the set regional rain and snow mode reported by the RC, and add a rain and snow envelope to the logical section where the regional rain and snow mode is successfully set (annotate the logical section with a rectangular box, indicating that there is rain and snow in this area), so that the dispatcher can quickly distinguish the logical sections with the set regional rain and snow mode from those without the set regional rain and snow mode. If the logical section information of the set regional rain and snow mode reported by the TMC in the saved data is inconsistent with the logical section information of the set regional rain and snow mode reported by the full-line RC, the ATS will pop up an alarm "The rain and snow status information of the logical section reported by the TMC is inconsistent with the rain and snow status information of the logical section reported by the RC", reminding the dispatcher to promptly check whether there is a communication anomaly between the alarmed TMC and RC.

[0068] Step 140: Send the received logical section information of the set regional rain and snow mode to the corresponding IVOC.

[0069] In some embodiments, the IVOC determines whether the train enters the rain and snow mode operation according to the rain and snow protection range of the train body and the received logical section information of the set regional rain and snow mode.

[0070] In some embodiments, the IVOC determines whether the train enters the rain and snow mode operation according to the rain and snow protection range of the train body and the received logical section information of the set regional rain and snow mode, including: the IVOC determines whether there is logical section information of the set regional rain and snow mode within the rain and snow protection range of the train body according to the calculated rain and snow protection range of the train body; if it exists, the train enters the rain and snow mode operation; if it does not exist, the train does not enter the rain and snow mode operation.

[0071] In some embodiments, the rain and snow protection range of the train body is calculated through the following steps: the IVOC calculates the pre-check distance for train rain and snow protection according to the current running speed of the train, the maximum running speed in the train rain and snow mode, and the deceleration during train braking; the IVOC calculates the current rain and snow protection range of the train body according to the pre-check distance for train rain and snow protection, the train body length, and the maximum backward sliding distance of the train.

[0072] In some embodiments, after the RC receives the logical section information of the set area rain and snow mode sent by the TMC (the TMC transmits all the logical section information of the set area rain and snow mode to the RC, and the RC filters out the ones belonging to the local control area), it caches the area rain and snow mode information of the logical sections belonging to the local control area (the configuration information contains the logical section information belonging to the local control area, and the RC determines whether it belongs to the local control area according to the configuration information) locally. The RC periodically sends the logical section information of the set area rain and snow mode in the local concentration area to the IVOC communicating with this concentration area, and periodically reports the area rain and snow status information of the logical sections in this concentration area to the ATS through code bits (for example, the logical section with the set area rain and snow mode is 1, and the logical section without the set area rain and snow mode is 0, which can be predefined manually).

[0073] In some embodiments, particularly, the communication method between the RC and the IVOC includes the primary channel communication with dual-network redundancy and the standby channel communication with dual-network redundancy. When the primary channel communication is abnormal, the IVOC can also obtain the area rain and snow mode status information of the corresponding RC's logical section through the standby channel communication. As shown in the appendix Figure 5 As shown, RC1 will store the area rain and snow mode status information of logical section 2G and send it to the IVOC1, IVOC2, IVOC4 - IVOC6 communicating with it. At the same time, it reports to the ATS that the area rain and snow mode has been set for logical section 2G; RC2 will store the area rain and snow mode status information of logical section 7G and send it to the IVOC1 - IVOC5 communicating with it. At the same time, it reports to the ATS that the area rain and snow mode has been set for logical section 7G.

[0074] In some embodiments, after the IVOC receives the logical section information of the set area rain and snow mode sent by the RC, it caches the area rain and snow mode status information of the logical section locally in units of the RC, and periodically calculates the rain and snow protection range L of the train body. The calculation formula is as follows:

[0075] L = L r + L v + L f

[0076] In the above formula, L r is the trailing distance after the train's rain and snow protection, and its value is the maximum trailing distance of the train on the line in the data configuration. The maximum trailing distance of the train may be different for different lines; L v is the train body length; L f is the leading distance before the train's rain and snow protection, and its calculation method is as follows:

[0077]

[0078] In the above formula, v c is the current running speed of the train; v maxThe maximum operating speed of the train in the line rain and snow mode in the data configuration may vary for different lines; a is the deceleration of the train when braking. To ensure the comfort of passengers, take a = 2.5m / s 2 When v c is greater than v max , the train needs to decelerate to v at the established deceleration max , and L f is calculated according to the above formula; when v c is less than or equal to v min , the train does not need to brake and decelerate, and L f is taken as 0.

[0079] IVOC calculates the rain and snow protection range L of the train body according to the above calculation formula. When there is a logical section with the area rain and snow mode set within the rain and snow protection range of the train body, IVOC sets the rain and snow mode to be effective, and the train will enter the rain and snow mode operation, reducing the operating speed and braking rate to ensure the operating safety. As shown in the appendix Figure 5 , taking IVOC2 as an example, P h is the position where the train head is located, P f is the position where a rain and snow protection front check distance is added forward from the train head, P t is the position where the train tail is located, P r is the position where a rain and snow protection rear check distance is added backward from the train tail. The distance from P f to P r is the rain and snow protection range of the train body. Since the rain and snow protection range of the train body of IVOC2 includes the logical section 7G with the area rain and snow mode set, IVOC2 needs to enter the rain and snow mode operation. Based on this, it can be determined whether all trains on the line need to enter the rain and snow mode operation.

[0080] In some embodiments, when both the primary and secondary channels of the communication between IVOC and RC cannot communicate normally, IVOC can obtain the area rain and snow mode status information of the logical sections in the corresponding RC concentration area from other IVOCs through vehicle-to-vehicle communication, and then determine whether the train needs to set the rain and snow mode operation. Specifically, since there is no communication between the primary and secondary channels of IVOC and RC, when IVOC enters this RC operation, it needs to be handed over to manual driving. At this time, if IVOC calculates that the train needs to enter the rain and snow mode operation, it needs to prompt the driver to enter the rain and snow mode through the man-machine interface (MMI), and finally the driver confirms whether the train enters the rain and snow mode operation. As shown in the appendix Figure 5As shown in the figure, if IVOC5 fails to communicate with both the primary and standby channels of RC1 normally, at this time, IVOC5 can obtain the regional rain and snow mode status information of all logical sections in the RC1 centralized area from IVOC1 to IVOC3 and IVOC6 through vehicle-to-vehicle communication, and then determine whether to prompt the driver to let the train enter the rain and snow mode operation according to the calculated rain and snow protection range of the train body.

[0081] It should be noted that for the foregoing method embodiments, for the sake of simple description, they are all expressed as a series of action combinations. However, those skilled in the art should know that the present disclosure is not limited by the described action sequence, because according to the present disclosure, certain steps can be performed in other sequences or simultaneously. Secondly, those skilled in the art should also know that the embodiments described in the specification are all optional embodiments, and the actions and modules involved are not necessarily essential to the present disclosure.

[0082] The above is the introduction of the method embodiments. The following further illustrates the solution of the present disclosure through device embodiments.

[0083] Figure 2 The block diagram of the regional rain and snow train operation protection system 200 based on vehicle-to-vehicle communication according to an embodiment of the present disclosure is shown. As Figure 2 shown, the system 200 includes: Automatic Train Supervision System ATS210, Vehicle Management Controller TMC220, Resource Controller RC 230, Object Controller OC 240, Track Star Chain TSL 250, and Intelligent On-vehicle Controller IVOC260; wherein, the Resource Controller RC 230 is used to perform the following operations:

[0084] Receive the status information of the section relay, the logical section information affected by rain and snow, and the logical section information included in the area exceeding the wheel slip rate tolerance value;

[0085] Summarize and deduplicate the axle counter section information corresponding to the section relays with the status of picked up, the logical section information affected by rain and snow, and the logical section information included in the area exceeding the wheel slip rate tolerance value screened from the status information to obtain the logical section information for setting the regional rain and snow mode;

[0086] Send the logical section information of the area where the rain and snow mode needs to be set as rain and snow alarm information to ATS210, so that ATS210 can set the rain and snow mode for the area through the interface pop-up window based on the logical section information of the area where the rain and snow mode needs to be set, obtain the logical section information of the area with the set rain and snow mode, and send the logical section information of the area with the set rain and snow mode to TMC 220, so that TMC 220 can save the received logical section information of the area with the set rain and snow mode and return the saved logical section information of the area with the set rain and snow mode to RC 230;

[0087] Send the received logical section information of the area with the set rain and snow mode to the corresponding IVOC 260, so that IVOC 260 can determine whether the train enters the rain and snow mode operation according to the rain and snow protection range of the train body and the received logical section information of the area with the set rain and snow mode.

[0088] Among them, the attached Figure 4 shows the data exchange process of rain and snow among the subsystems of the train automatic control system VBTC. For the detailed process, refer to the introduction of the above-mentioned method embodiments and will not be elaborated here.

[0089] It should be noted that the train automatic control system VBTC described in this disclosure is the above-mentioned area rain and snow train operation protection system 200 based on vehicle-to-vehicle communication.

[0090] Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working process of the described module can refer to the corresponding process in the foregoing method embodiments and will not be elaborated here.

[0091] According to the embodiments of the present disclosure, the present disclosure also provides an electronic device and a readable storage medium.

[0092] Figure 3 Fig. shows a schematic block diagram of an electronic device 300 that can be used to implement the embodiments of the present disclosure. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workbenches, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present disclosure described and / or claimed herein.

[0093] The electronic device 300 includes a computing unit 301, which can perform various appropriate actions and processes according to a computer program stored in the ROM 302 or a computer program loaded from the storage unit 308 into the RAM 303. In the RAM 303, various programs and data required for the operation of the electronic device 300 can also be stored. The computing unit 301, the ROM 302, and the RAM 303 are connected to each other via a bus 304. The I / O interface 305 is also connected to the bus 304.

[0094] Multiple components in the electronic device 300 are connected to the I / O interface 305, including: an input unit 306, such as a keyboard, a mouse, etc.; an output unit 307, such as various types of displays, speakers, etc.; a storage unit 308, such as a magnetic disk, an optical disc, etc.; and a communication unit 309, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 309 allows the electronic device 300 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0095] The computing unit 301 can be various general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the computing unit 301 include but are not limited to a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The computing unit 301 executes the various methods and processes described above, such as method 100. For example, in some embodiments, method 100 can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as the storage unit 308. In some embodiments, part or all of the computer program can be loaded and / or installed onto the electronic device 300 via the ROM 302 and / or the communication unit 309. When the computer program is loaded into the RAM 303 and executed by the computing unit 301, one or more steps of method 100 described above can be executed. Alternatively, in other embodiments, the computing unit 301 can be configured to execute method 100 in any other appropriate manner (e.g., by means of firmware).

[0096] The various embodiments of the systems and techniques described above in this specification can be implemented in digital electronic circuitry, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on a chip (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include: being implemented in one or more computer programs that are executable and / or interpretable on a programmable system including at least one programmable processor, which can be a special-purpose or general-purpose programmable processor that receives data and instructions from, and transmits data and instructions to, a storage system, at least one input device, and at least one output device.

[0097] The program code for implementing the methods of the present disclosure can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the program codes, when executed by the processor or controller, cause the functions / operations specified in the flowchart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine, or entirely on the remote machine or server.

[0098] In the context of the present disclosure, a machine-readable medium can be a tangible medium that can contain or store a program for use by or in connection 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. A machine-readable medium can include, but is 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 a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0099] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device for displaying information to the user (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor); and a keyboard and a pointing device (e.g., a mouse or a trackball) through which the user can provide input to the computer. Other kinds of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, speech input, or tactile input).

[0100] The systems and techniques described herein can be implemented in a computing system including backend components (e.g., as a data server), or a computing system including middleware components (e.g., an application server), or a computing system including frontend components (e.g., a user computer having a graphical user interface or a web browser through which the user can interact with an implementation of the systems and techniques described herein), or a computing system including any combination of such backend components, middleware components, or frontend components. The components of the system can be interconnected to each other by digital data communication in any form or medium (e.g., a communication network). Examples of communication networks include: local area network (LAN), wide area network (WAN), and the Internet.

[0101] A computer system can include a client and a server. The client and the server are generally far from each other and typically interact through a communication network. The relationship between the client and the server is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, or a server of a distributed system, or a server incorporating a blockchain.

[0102] It should be understood that various forms of the processes shown above can be used, with steps reordered, added, or deleted. For example, the steps recited in this disclosure can be executed in parallel, sequentially, or in a different order, as long as the desired results of the technical solutions disclosed in this disclosure can be achieved, and this is not limited herein.

[0103] The above specific embodiments do not constitute a limitation on the protection scope of this disclosure. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this disclosure shall be included within the protection scope of this disclosure.

Claims

1. A method for protecting train operation in regional rain and snow based on vehicle-to-vehicle communication, characterized in that: Applied to RC, including: Receive the status information of the section relay, the logical section information affected by rain and snow, and the logical section information contained in the area exceeding the tolerance value of the wheelset slip rate; Summarize and remove duplicates of the axle counting section information corresponding to the section relays in the picked-up state, the logic section information affected by rain and snow, and the logic section information contained in the area exceeding the tolerance value of the wheelset slip rate, and obtain the logic section information for which the regional rain and snow mode needs to be set; The logical segment information of the regional rain and snow mode that needs to be set is sent to the ATS as rain and snow alarm information, so that the ATS can set the regional rain and snow mode through the pop-up window of the interface, obtain the logical segment information of the regional rain and snow mode that has been set, and send the logical segment information of the regional rain and snow mode that has been set to the TMC, so that the TMC can save the received logical segment information of the regional rain and snow mode that has been set, and return the saved logical segment information of the regional rain and snow mode that has been set to the RC; The received logical section information of the set regional rain and snow mode is sent to the corresponding IVOC, so that the IVOC can determine whether the train enters the rain and snow mode according to the rain and snow protection range of the train body and the received logical section information of the set regional rain and snow mode.

2. The method according to claim 1, characterized in that The logical segment information affected by rain and snow is obtained in the following manner: ITE uses high-definition cameras to collect environmental information of the line in real time, identify areas covered by rain and snow, and finally determine the logical section information contained in the areas affected by rain and snow in combination with train location information.

3. The method according to claim 1, characterized in that The logical section information contained in the area exceeding the wheelset slip rate tolerance value is obtained in the following manner: IVOC collects train speed and drive motor speed; IVOC calculates the train speed based on the drive motor speed; IVOC calculates the wheelset slip rate based on the collected train speed and the train speed calculated based on the drive motor speed; IVOC compares the wheelset slip rate with the wheelset slip rate tolerance value to obtain the logical segment information contained in the area exceeding the wheelset slip rate tolerance value.

4. The method according to claim 1, characterized in that: ATS will set the logical segment information of the regional rain and snow mode through the interface pop-up window to set the regional rain and snow mode, and obtain the logical segment information of the set regional rain and snow mode, including: ATS will alert the dispatcher through a pop-up window on the interface about the logical section information that needs to set the regional rain and snow mode, so that the dispatcher can set the regional rain and snow mode for the logical section that needs to set the regional rain and snow mode in combination with the real-time monitoring screen of the orbital Starlink line, and obtain the logical section information for which the regional rain and snow mode has been set.

5. The method according to claim 1, characterized in that IVOC determines whether the train enters the rain and snow mode according to the rain and snow protection range of the train body and the received logical section information of the set regional rain and snow mode, including: IVOC determines whether there is logical section information with a set regional rain and snow mode within the calculated rain and snow protection range of the train body based on the rain and snow protection range of the train body; if so, the train enters the rain and snow mode; if not, the train does not enter the rain and snow mode.

6. The method according to claim 1 or 5, characterized in that: The rain and snow protection range of the train body is calculated by the following steps: IVOC calculates the rain and snow protection front check distance of the train based on the current running speed of the train, the maximum running speed of the train in rain and snow mode, and the deceleration of the train during braking; IVOC calculates the current rain and snow protection range of the train body according to the rain and snow protection front inspection distance of the train, the length of the train body and the maximum rear slip distance of the train.

7. The method according to claim 1, characterized in that The method further comprises: The logical segment information for which the regional rain and snow mode needs to be set is compared with the received logical segment information for which the regional rain and snow mode has been set, the logical segment information for which the regional rain and snow mode has not been set is determined, and the logical segment information for which the regional rain and snow mode has not been set is sent to the ATS as rain and snow alarm information.

8. A regional rain and snow train operation protection system based on vehicle-to-vehicle communication, characterized in that: include: Automatic train monitoring system ATS, vehicle management controller TMC, resource controller RC, object controller OC, orbital star link TSL and intelligent onboard controller IVOC; The resource controller RC is used to perform the following operations: Receive the status information of the section relay, the logical section information affected by rain and snow, and the logical section information contained in the area exceeding the tolerance value of the wheelset slip rate; Summarize and remove duplicates of the axle counting section information corresponding to the section relays in the picked-up state, the logic section information affected by rain and snow, and the logic section information contained in the area exceeding the tolerance value of the wheelset slip rate, and obtain the logic section information for which the regional rain and snow mode needs to be set; The logical segment information of the regional rain and snow mode that needs to be set is sent to the ATS as rain and snow alarm information, so that the ATS can set the regional rain and snow mode through the pop-up window of the interface, obtain the logical segment information of the regional rain and snow mode that has been set, and send the logical segment information of the regional rain and snow mode that has been set to the TMC, so that the TMC can save the received logical segment information of the regional rain and snow mode that has been set, and return the saved logical segment information of the regional rain and snow mode that has been set to the RC; The received logical section information of the set regional rain and snow mode is sent to the corresponding IVOC, so that the IVOC can determine whether the train enters the rain and snow mode according to the rain and snow protection range of the train body and the received logical section information of the set regional rain and snow mode.

9. An electronic device, characterized in that: include: at least one processor; as well as a memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the method of any one of claims 1 to 7.

10. A non-transitory computer-readable storage medium storing computer instructions, characterized in that: The computer instructions are used to cause the computer to execute the method according to any one of claims 1-7.

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