Cross-partition handover method, system and device for degraded train and medium

Abstract

The invention discloses a cross-partition handover method, system and device for a degraded train and a medium, and relates to the technical field of urban rail transit signal control. The corresponding fault stage in the cross-partition handover process is determined according to the path information, and the fault stage is refined, so that the accuracy of fault determination is improved, and the fault stage is found in time. Since the mapping relationship between the fault stage and the corresponding handover strategy is pre-established, the handover strategies corresponding to different fault stages are different, so that the flexibility of establishing the protection area is improved. According to the target handover strategy, the current subarea corresponding to the current train and the target subarea, the protection area of the current train is established, so that different fault stages can correspond to the established protection area based on the protection area of the current subarea, the protection area of the target subarea and the common protection area of the current subarea and the target subarea. A protection area is established for a degraded train, handover of a non-communication train is achieved, and safe and efficient operation of the non-communication train is guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of urban rail transit signal control, and particularly to a method, system, device and medium for cross-zone handover of a degraded train. Background Art

[0002] At present, the urban rail transit train signal control system is developing towards a train autonomous operation system (Train Autonomous Circumambulate System, TACS) based on vehicle-to-vehicle communication. This train control system takes on-vehicle equipment as the core, and the train applies for line resources within a certain range in front of the train to the Object Controller (OC) according to operation requirements and line resource status. During the process of the train crossing zones, if there is a degraded train with lost vehicle-to-ground communication, no information about this degraded train can be received in the takeover zone, which will cause the train to stop forcedly at the junction point between the handover zone and the takeover zone, affecting the safe operation of this degraded train.

[0003] Therefore, how to ensure the safe operation of a degraded train is a technical problem that those skilled in the art urgently need to solve. Summary of the Invention

[0004] The purpose of the present invention is to provide a method, system, device and medium for cross-zone handover of a degraded train, so as to solve the problem that a degraded train with lost vehicle-to-ground communication cannot receive any information in the takeover zone, affecting its safe operation.

[0005] To solve the above technical problem, the present invention provides a method for cross-zone handover of a degraded train, including:

[0006] Obtaining path information of the current train; and determining a fault stage corresponding to the cross-zone handover of the current train according to the path information, where the fault stage at least includes any one of the stages that the current train degrades or the on-vehicle equipment fails before handover, the stage that the current train has been registered in the target zone and applied for trackside line resources, and the stage that communication is established between the current zone and the target zone of the current train;

[0007] Determining a corresponding target handover strategy according to each of the fault stages, where a mapping relationship is established in advance between each of the fault stages and the corresponding handover strategy;

[0008] Establishing a protection zone for the current train according to the target handover strategy, the current zone and the target zone corresponding to the current train, so that the current train runs safely.

[0009] On the one hand, when the failure stage is the stage where the current train degrades or the on-vehicle equipment fails before handover, the protection area of the current train is established according to the target handover strategy, the current section and the target section corresponding to the current train, including:

[0010] Control the OC of the current section to obtain the communication fault tolerance time;

[0011] Within the communication fault tolerance time, obtain the valid position information and speed information of the last data packet of the current train;

[0012] Speculate the running position of the current train according to the valid position information and the speed information;

[0013] When the communication fault tolerance time is reached, determine whether the current train is a non-communicating train according to the running position;

[0014] If it is a non-communicating train, create a protection area for the current train from the running position to the boundary point of the target section according to the movement authorization or the path information of the current train, and send the path information, the protection area and the corresponding protection area information of the current train to the target section.

[0015] On the other hand, when the failure stage is the stage where the current train has registered in the target section and applied for trackside line resources, the protection area of the current train is established according to the target handover strategy, the current section and the target section corresponding to the current train, including:

[0016] Control the OC of the target section to obtain the valid position information, speed information and communication fault tolerance time of the last data packet of the current train;

[0017] Speculate the running position of the current train according to the valid position information and the speed information;

[0018] When the communication fault tolerance time is reached, determine whether the current train is a non-communicating train according to the running position;

[0019] If it is a non-communicating train, create a protection area for the current train according to the path information.

[0020] On the other hand, when the failure stage is the stage where communication is established between the current section and the target section of the current train, the protection area of the current train is established according to the target handover strategy, the current section and the target section corresponding to the current train, including:

[0021] The OC controlling the target partition receives the path information of the current train sent by the OC of the current partition, registers the current train as a non - communicating train within the target partition, and establishes the protection area.

[0022] On the other hand, after creating the protection area of the target partition, it further includes:

[0023] When the OC of the current partition receives the protection area information sent by the OC of the target partition, splice the protection area of the current partition and the protection area of the target partition to extend to the target partition;

[0024] Send the spliced protection area to other trains corresponding to the current partition and the target partition except the current train to protect the spliced protection area when calculating the movement authorization.

[0025] On the other hand, determining the fault stage corresponding to the cross - partition handover of the current train according to the path information includes:

[0026] Obtain the driving direction of the path information;

[0027] Determine the target partition according to the driving direction and the current partition where the current train is located;

[0028] Obtain the position information of the path information;

[0029] Determine the fault - occurring partition of the current train according to the position information;

[0030] Determine the fault stage according to the fault - occurring partition.

[0031] On the other hand, when the current train crosses the demarcation point between the current partition and the target partition, it further includes:

[0032] Calculate the resource information occupied by the current train in the current partition according to the three - point inspection principle and the axle - counting section;

[0033] After the current train clears the section where the track - side equipment resources are located, release the storage space occupied by the resource information.

[0034] To solve the above - mentioned technical problems, the present invention also provides a cross - partition handover system for a degraded train, including:

[0035] An acquisition module, configured to acquire path information of the current train; and determine a fault stage corresponding to cross - partition handover of the current train according to the path information; wherein the fault stage at least includes any one of a stage where the current train degrades or the on - vehicle equipment fails before handover, a stage where the current train has been registered in the target partition and applied for trackside line resources, and a stage where communication is established between the current partition and the target partition of the current train;

[0036] A determination module, configured to determine a corresponding target handover strategy according to each of the fault stages; wherein a mapping relationship is pre - established between each of the fault stages and the corresponding handover strategy;

[0037] A establishment module, configured to establish a protection area of the current train according to the target handover strategy, the current partition and the target partition corresponding to the current train, so that the current train runs safely.

[0038] To solve the above - mentioned technical problems, the present invention further provides a cross - partition handover device for a degraded train, including:

[0039] A memory, configured to store a computer program;

[0040] A processor, configured to implement the steps of the cross - partition handover method for a degraded train as described when executing the computer program.

[0041] To solve the above - mentioned technical problems, the present invention further provides a computer - readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the cross - partition handover method for a degraded train as described are implemented.

[0042] The cross - partition handover method for a degraded train provided by the present invention collects path information of the train, determines a corresponding fault stage during cross - partition handover according to the path information. Based on the determined fault stage, the present invention determines a corresponding target handover strategy. In this process, the fault stage is refined, so that the accuracy of fault determination is improved and the fault stage can be discovered in time. Since a mapping relationship is pre - established between the fault stage and the corresponding handover strategy, different handover strategies corresponding to different fault stages are provided, which is convenient for improving the flexibility of establishing the protection area. According to the target handover strategy, the current partition and the target partition corresponding to the current train, a protection area of the current train is established. Here, it can be realized that in different fault stages, the established protection area can be based on the protection area of the current partition, the protection area of the target partition, and the common protection area of both, so as to establish a protection area for the degraded train, realize the handover of non - communicating trains, and ensure the safe and efficient operation of non - communicating trains.

[0043] In addition, the present invention also provides a cross - partition handover system for a degraded train, a cross - partition handover device for a degraded train, and a medium, which have the same beneficial effects as the above - mentioned cross - partition handover method for a degraded train. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] To more clearly illustrate the embodiments of the present invention, the following will briefly introduce the drawings required for the embodiments. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0045] Figure 1 It is a flowchart of a cross - partition handover method for a degraded train provided by an embodiment of the present invention.

[0046] Figure 2 It is a schematic diagram of a cross - partition handover scenario provided by an embodiment of the present invention.

[0047] Figure 3 It is a schematic diagram of a scenario for splicing a protection area provided by an embodiment of the present invention.

[0048] Figure 4 It is a schematic diagram of a scenario where the head of a non - communication vehicle crosses the partition boundary point provided by an embodiment of the present invention.

[0049] Figure 5 It is a schematic diagram of a scenario where the tail of a non - communication vehicle crosses the partition boundary point provided by an embodiment of the present invention.

[0050] Figure 6 It is a structural diagram of a cross - partition handover system for a degraded train provided by an embodiment of the present invention.

[0051] Figure 7 It is a structural diagram of a cross - partition handover device for a degraded train provided by an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0052] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the drawings in the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the protection scope of the present invention.

[0053] The core of the present invention is to provide a cross - partition handover method, system, device, and medium for a degraded train to solve the problem that a degraded train without vehicle - to - ground communication cannot receive any information in the takeover area, which affects safe operation.

[0054] To enable those skilled in the art to better understand the solution of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0055] In a train autonomous operation system based on vehicle-to-vehicle communication, an intelligent perception system is installed on the vehicle, which can detect obstacles in the track section within a certain range in front of the train head. A proximity communication device is deployed near the trackside resource point as a backup communication device for the Long Term Evolution (LTE) communication network. When the LTE communication network fails, the train can communicate with the object controller OC through the proximity communication device to obtain its protection area information and trackside resource information.

[0056] Under normal circumstances, when a TACS train operates across partitions in a co-administered area, according to the path information issued by the Automatic Train Supervision (ATS) operation plan, it registers the train information with the receiving partition OC2 and sends an application for trackside line resources at platform 2. OC2 checks the line resource status and conflict protection conditions, allocates trackside equipment resources to the train and maintains the user information list. The handover partition and the receiving partition transmit the allocation status of the trackside line resources and the protection area information within their respective co-administered areas to each other. After the train obtains the trackside line resources of the receiving partition OC2, it extends the movement authorization to platform 2, and the train operates across partitions. When the rear of the train crosses the partition boundary point, the train applies to the handover partition OC1 to cancel the train and actively releases the trackside line resources within the handover partition OC1, and the train completes the cross-partition operation. However, during the cross-partition process, the train loses communication and degrades, and the receiving partition cannot obtain the information of the non-communicating train to create a protection area, resulting in the train being forced to stop in the handover area and affecting the operation. The cross-partition handover method for degraded trains provided by the present invention can solve the above technical problems.

[0057] Figure 1 It is a flowchart of a cross-partition handover method for a degraded train provided by an embodiment of the present invention. As Figure 1 shown, the method includes:

[0058] S11: Obtain the path information of the current train; and determine the fault stage corresponding to the cross-partition handover of the current train according to the path information;

[0059] Among them, the fault stage at least includes any one of the stages of the current train degrading or the on-vehicle equipment failing before handover, the current train has registered in the target partition and applied for trackside line resources, and the current partition and the target partition of the current train establish communication;

[0060] S12: Determine the corresponding target handover strategy according to each fault stage; among them, a mapping relationship is established in advance between each fault stage and the corresponding handover strategy;

[0061] S13: Establish a protection area for the current train according to the target handover strategy, the current section and the target section corresponding to the current train, so as to ensure the safe operation of the current train.

[0062] Specifically, the path information here can be train operation diagram information, train route information, position information, movement authority information, etc. A train operation diagram is a technical document used to represent the operation of trains in railway sections and the arrival, departure or passing times at stations. It is a graphical illustration of the temporal and spatial process of train operation, which can clearly show the order of various trains planned to occupy sections, the routes (including the starting station, the terminal station and all intermediate stations) that trains pass through, the arrival, departure or passing times of trains at each station, the stop time at stations, the turnaround operation duration at the terminal station, etc.

[0063] Train operation routes include arrival routes, departure routes, passing routes and turnaround routes. An arrival route is the train path from the entrance signal to the exit signal within the same station, describing the operation process of the train entering the station; a departure route is the train path from the exit signal to the station boundary point, describing the operation process of the train departing from the station; a passing route is the train path from the boundary point to the passing signal or between two consecutive passing signals in the same section, describing the operation process of the train passing through the station or operating normally in the section; a turnaround route is the train path on the same siding from one departure signal to another departure signal in the opposite direction, describing the operation process of the train changing its running direction within the station.

[0064] The current position of the train can be determined by identifying position markers. For example, the position marker of the current position of the train is a normal route type field or a protected route type field. The path planning information includes a set of characteristic position points composed of multiple characteristic position points covered in the train's driving path. Multiple target characteristic position points are pre-distributed on normal routes and protected routes, and the multiple target characteristic point positions correspond and match the set of characteristic position points.

[0065] A train speed - distance curve is a curve that records the running speed of a train at any mileage at any moment during the train operation process. It can show the operation conditions and states of each basic unit of the microscopic road network during the train operation process, including traction, cruising, coasting and braking, etc.

[0066] Movement authority means that the train is authorized to enter and pass through a specific track section in a given running direction. Movement authority information is part of the train path information and is used to indicate the area where the train can operate safely.

[0067] Regarding how to determine the fault stage, it can be based on the stage corresponding to the disappearance and disconnection of the train-ground communication as the fault stage, or it can be determined based on the train's position information and movement authorization information, etc. There is no limitation here and it can be set according to the actual situation.

[0068] In some embodiments, determining the fault stage corresponding to the cross-zone handover of the current train according to the path information includes:

[0069] Obtain the driving direction of the path information;

[0070] Determine the target zone according to the driving direction and the current zone where the current train is located;

[0071] Obtain the position information of the path information;

[0072] Determine the fault-occurring zone of the current train according to the position information;

[0073] Determine the fault stage according to the fault-occurring zone.

[0074] Specifically, obtain the driving direction of the path information, that is, the movement authorization information. According to the movement authorization information and the current zone where the current train is located, the next zone, that is, the target zone and also the takeover zone, can be determined. Determine the fault-occurring zone of the current train according to the position information as the fault stage.

[0075] The movement authorization information calculated by the Zone Controller (ZC) for the train includes the range of track sections where the train can run safely. The farthest distance that the train is authorized to run is usually a specific track section. The current position information of the train sent by the train's Car borne Controller (CC) to the ZC. The specific position of the train within the block section, including the positions of the front and rear ends of the train. Determine the running direction of the train to analyze the positional relationship of the train within the block section. The running speed of the train is used to judge whether the train is running normally within the movement authorization range. If the train position exceeds the movement authorization range and the block section status shows fault occupancy, a fault may occur in that block section. According to the logical status of the block section (such as fault occupancy, normal occupancy, etc.) and the train position information, determine the specific fault position. Use the section occupancy logic check function to analyze the status of the adjacent block section behind the train's operation to judge whether the fault occurs in that section, that is, the fault stage is determined.

[0076] Combined with the above normal operation process, the fault stage includes at least any one of the stages where the current train degrades or the on-vehicle equipment fails before handover, the stage where the current train has been registered in the target section and applied for trackside line resources, and the stage where communication is established between the current section and the target section of the current train. That is, there is only one fault stage for the current train at a certain time.

[0077] Combining the movement authorization information and location information of the train provided in this embodiment can effectively determine the specific section where the fault occurs, thereby improving the efficiency and accuracy of fault handling.

[0078] Determining the corresponding target handover strategy according to each fault stage in step S12 is to establish a mapping relationship in the handover strategies corresponding to each fault stage in advance, so as to directly determine the target handover strategy after determining the fault stage. Regarding the storage process of the mapping relationship, it is not limited here. It can be stored in a list manner or in a database manner, which is not limited here. The specific handover strategy is to establish a corresponding protection area in combination with the fault stage that occurs during the operation process.

[0079] The protection area in step S13 refers to a specific track area set in the railway system to ensure the safe operation of non-communicating trains (i.e., trains without the ability to communicate with the central control system in real time). This area is used to prevent collisions between trains and other potential safety risks. In the railway line safety protection area, a series of measures will be taken to prevent external factors from interfering with the operation of railway trains and reduce the potential safety hazards of railway transportation. These measures include, but are not limited to, setting up closed facilities, warning signs, monitoring systems, etc. to ensure the safe operation of trains. For non-communicating trains, since they cannot receive and send information in real time like communicating trains, the setting of the protection area is particularly important, which provides a necessary safety buffer area for non-communicating trains.

[0080] Establishing a protection area according to the target handover strategy, the current section and the target section corresponding to the current train in step S13 can be to establish the protection area of the current section, the protection area of the target section, or the protection area spliced by the two sections. Each embodiment needs to be implemented according to different fault stages, which is not limited here. As long as the protection area is determined, the safe operation of the current train can be guaranteed.

[0081] A method for cross - zone handover of a degraded train provided by an embodiment of the present invention collects the path information of the train, determines the corresponding fault stage during the cross - zone handover according to the path information, and based on the determined fault stage, determines the corresponding target handover strategy. In this process, the fault stage is refined to improve the accuracy of fault determination and timely detect the fault stage. Since a mapping relationship between the fault stage and the corresponding handover strategy is established in advance, different handover strategies corresponding to different fault stages are used to improve the flexibility of establishing the protection zone. According to the target handover strategy, the current zone and the target zone corresponding to the current train, a protection zone for the current train is established. Here, it can be realized that in different fault stages, the protection zone can be based on the protection zone of the current zone, the protection zone of the target zone, and the common protection zone of the two, so as to establish a protection zone for the degraded train, realize the handover of non - communicating trains, and ensure the safe and efficient operation of non - communicating trains.

[0082] In some embodiments, when the fault stage is that the current train degrades or the on - vehicle equipment fails before being handed over, establishing a protection zone for the current train according to the target handover strategy, the current zone and the target zone corresponding to the current train includes:

[0083] Controlling the OC of the current zone to obtain the communication fault tolerance time;

[0084] Within the communication fault tolerance time, obtaining the valid position information and speed information of the last data packet of the current train;

[0085] Speculating the running position of the current train according to the valid position information and speed information;

[0086] When the communication fault tolerance time is reached, determining whether the current train is a non - communicating vehicle according to the running position;

[0087] If it is a non - communicating vehicle, creating a protection zone for the current train from the running position to the boundary point of the target zone according to the movement authorization or path information of the current train, and sending the path information, protection zone and corresponding protection zone information of the current train to the target zone.

[0088] Specifically, Figure 2 A schematic diagram of a cross - zone handover scenario provided by an embodiment of the present invention is as Figure 2As shown in the figure, when the train degrades within the co - managed area or the on - vehicle equipment (Train Access Unit, TAU) fails, and the train loses communication with the ground in the current section (handover section). That is, during the process of the train degrading or the on - vehicle equipment failing before handover, the OC1 in the current section obtains the communication failure tolerance time, that is, determines the tolerance value for the train - ground communication interruption. Within this time, the OC1 in the current section obtains the valid position information and speed information of the last data packet of the current train's communication with the ground to estimate the running position of the current train.

[0089] The position reported by the train in the last data packet is usually an absolute position (such as a mileage marker on the track). Determine the time interval when the train loses communication with the ground. According to the speed of the train and the time interval, calculate the possible distance the train may travel after losing communication, that is, running distance = speed × time interval.

[0090] Determine the estimated position of the train: It can be obtained by adding the position reported by the train in the last data packet and the running distance.

[0091] For example, the position reported by the train in the last data packet is 100 meters, the speed is 60 meters per second, and the communication cycle is 300 milliseconds (0.3 seconds). The possible distance the train may travel after losing communication is: running distance = 60×0.3 = 18 meters. Therefore, the estimated position of the train is: estimated position = 100 + 18 = 118 meters. At the same time, considering the positioning error, due to the errors of the speed measurement sensor and the wheel diameter value, there may be a certain degree of uncertainty in the estimated position of the train. Based on the estimated position, considering the positioning error, set a safety buffer zone to ensure the safety of the train. Combining the above example, the safety buffer zone can be set between 115 meters and 121 meters.

[0092] When the communication failure tolerance time is reached, determine whether the current train is a non - communicating train according to the running position; if it is a non - communicating train, the current train needs to be marked.

[0093] Take the current position of the train or the position reported in the last data packet as the starting point of the protection area, and the junction point in the target section as the end point of the train movement authorization, that is, the end point of the protection area. Take the track section between the starting point of the protection area and the end point of the protection area as the protection area from the running position to the junction point of the target section. Here, it is considered that the target section is determined according to the driving direction corresponding to the train movement authorization, and the path information determines the area from the running position to the junction point of its target section. Set the track - side resources within the protection area as exclusive, and other trains cannot apply. The OC1 in the handover section sends the non - communicating train information and the protection area information within the co - managed area to the OC2 in the takeover section. That is, send the path information, protection area and corresponding protection area information of the current train to the target section to complete the handover process.

[0094] When the train loses communication with the ground, based on the valid position information and speed information in the last data packet sent by the train, the running position of the train can be inferred more accurately. For non-communicating trains, a protection area from the running position to the boundary point of the target section is established for movement authorization and path information to ensure the safe operation of the train.

[0095] In some other embodiments, when the failure stage is the stage where the current train has registered in the target section and applied for trackside line resources, a protection area for the current train is established according to the target handover strategy, the current section and the target section corresponding to the current train, including:

[0096] Control the OC of the target section to obtain the valid position information, speed information and communication failure tolerance time of the last data packet of the current train;

[0097] Infer the running position of the current train based on the valid position information and speed information;

[0098] When the communication failure tolerance time is reached, determine whether the current train is a non-communicating train according to the running position;

[0099] If it is a non-communicating train, create a protection area for the current train according to the path information.

[0100] As Figure 2 shown, in this failure stage, the execution subject becomes the OC of the target section, and its establishment process is the same as that of the above embodiment. Referring to the above embodiment, the running position of the current train is inferred based on the valid position information and speed information. The running position of the train is inferred more accurately to ensure the safe operation of the train.

[0101] The takeover section OC2 calculates the train safety envelope under the most unfavorable conditions according to the last packet of valid position information and speed information of the train. When the communication failure tolerance time is reached, OC2 establishes a protection area for non-communicating trains for this train and applies for exclusive trackside resources within this section.

[0102] When the current train has registered in the target section and applied for trackside line resources, the takeover section (target section) establishes a protection area for the current train in this embodiment. The running position of the current train is inferred based on the valid position information and speed information, and the running position of the train is inferred more accurately to ensure the safe operation of the train.

[0103] In some other embodiments, when the failure stage is the stage of establishing communication between the current section and the target section of the current train, a protection area for the current train is established according to the target handover strategy, the current section and the target section corresponding to the current train, including:

[0104] The OC of the controlled target partition receives the path information of the current train sent by the OC of the current partition, registers the current train as a non - communicating train within the target partition, and establishes a protection area.

[0105] Specifically, the execution subject is the OC of the target partition. According to the non - communicating train information sent by the OC1 of the handover partition, it registers the non - communicating train within the partition, establishes a non - communicating train protection area for this train, and applies for the exclusive use of the trackside resources within this partition. The establishment process here is the same as that in the above - mentioned embodiment and will not be limited here, except that the corresponding execution subject becomes the OC of the target partition.

[0106] In this embodiment, in this fault stage, by receiving the path information of the current train sent by the OC of the current partition, registering the current train as a non - communicating train within the target partition, and establishing a protection area, it can receive the communication information of the non - communicating train to establish a protection area, ensuring the operation of the current train.

[0107] In some embodiments, after creating the protection area of the target partition, it further includes:

[0108] When the OC of the current partition receives the protection area information sent by the OC of the target partition, it splices the protection area of the current partition and the protection area of the target partition to extend to the target partition;

[0109] Send the spliced protection area to other trains in the current partition and the target partition except the current train to protect the spliced protection area when calculating the movement authorization.

[0110] Specifically, Figure 3 This is a schematic diagram of a scenario for splicing protection areas provided by an embodiment of the present invention. As Figure 3 shown, the OC1 of the handover partition receives the protection area information created by the OC2 of the takeover partition for the non - communicating train, and will splice the protection area information of the two partitions, so that the non - communicating train protection area extends to Platform 2. The OC1 of the handover partition and the OC2 of the takeover partition send this protection area information to other trains in their respective partitions, and other trains perform safety protection on the protection area when calculating the movement authorization to ensure the safety of the non - communicating train's travel.

[0111] In addition, it is also possible to keep the protection areas of each area independent without splicing.

[0112] The splicing of the protection areas of each area provided in this embodiment is considered as follows: the OC of the handover partition transmits the information of the non - communicating train that needs to cross partitions within the co - managed area to the OC of the takeover partition. The OC of the handover partition and the OC of the takeover partition transmit the protection area information and resource allocation information of their respective partitions within the co - managed area to each other. The protection areas of the handover partition and the takeover partition form a complete protection area, so that the non - communicating train protection area extends into the takeover partition, providing safety guarantee for the non - communicating train to cross partitions.

[0113] In some embodiments, when the current train crosses the demarcation point between the current section and the target section, it further includes:

[0114] Calculating the resource information occupied by the current train in the current section according to the three-point inspection principle and the axle-counting section;

[0115] After the current train clears the section where the trackside equipment resources are located, releasing the storage space occupied by the resource information.

[0116] Specifically, the three-point inspection refers to a means of judging whether a section can be unlocked by checking the occupied and idle states of the section ahead, the section itself, and the section behind of a certain line section. Its essence is to judge whether the train has truly passed through this section. During the train operation, the three-point inspection can ensure the safety interval and operation state of the train.

[0117] The axle-counting section is to detect the occupancy of the train through axle-counting equipment. The axle-counting system judges the occupancy of the section by counting the wheels of the train. When the train enters an axle-counting section, the axle-counting equipment records the number of wheels entering; when the train leaves, the axle-counting equipment records the number of wheels leaving. By comparing the number of wheels entering and leaving, it can be determined whether the section is occupied.

[0118] Determining the specific position of the train in the axle-counting section through the number of wheels recorded by the axle-counting equipment, checking the occupancy states of the sections in front of, current, and behind the train according to the three-point inspection principle, and calculating the resource information occupied by the train in the current section based on the position of the train and the states of the front and rear sections, including the occupied section length, occupancy time, etc.

[0119] After the current train clears the section where the trackside equipment resources are located, releasing the storage space occupied by the resource information to save space.

[0120] Figure 4 The following is a schematic diagram of the scenario where the non-communication vehicle head crosses the section demarcation point provided by the embodiment of the present invention, as Figure 4 shown. The main control OC switches from OC1 to OC2. The OC updates the position of the non-communication vehicle in real time according to the three-point inspection principle and using the occupancy and clearing information of the axle-counting section. When the train clears the section where the trackside equipment resources are located, the OC automatically releases this resource for other trains to use, improving the utilization efficiency of the line resources.

[0121] The determination of the resource information provided in this embodiment can improve the determination accuracy of the resource information through the three-point inspection principle and the axle-counting section, thereby ensuring safe operation. At the same time, it also clears and releases in a timely manner to save storage space.

[0122] Figure 5A schematic diagram of the scenario where the rear of a non - communication vehicle crosses the partition boundary provided by an embodiment of the present invention is as follows Figure 5 As shown, when the rear of the non - communication vehicle crosses the partition boundary, the handover partition OC cancels the non - communication vehicle, and the non - communication vehicle completes cross - partition operation.

[0123] In the above - mentioned embodiment, the execution subject of the handover method can be the OC of each partition, or a master - control partition OC creates a protection area. That is, when in the handover partition, instead of using the handover partition OC to create a protection area, the master - control partition OC is used to control the creation. If in the takeover partition, the control instruction of the master - control partition OC is sent to the OC of the takeover partition to create a protection area.

[0124] The handover partition OC transmits the information of the non - communication vehicle to cross the partition in the co - managed area to the takeover partition OC. The handover partition OC and the takeover partition OC transmit the protection area information and resource allocation information of their respective partitions in the co - managed area to each other. The takeover partition obtains the non - communication vehicle information and creates a protection area for the non - communication vehicle according to the path information, providing safety protection for the non - communication vehicle during the cross - partition process.

[0125] After receiving the protection area and resource allocation information created by the takeover partition OC, the handover partition OC splices the protection areas of the non - communication vehicle in the two partitions. The protection areas of the handover partition and the takeover partition form a complete protection area, extending the protection area of the non - communication vehicle into the takeover partition and providing safety guarantee for the cross - partition operation of the non - communication vehicle.

[0126] The above - mentioned embodiments have described in detail the cross - partition handover methods corresponding to degraded trains. On this basis, the present invention also discloses a cross - partition handover system for degraded trains corresponding to the above - mentioned methods. Figure 6 A structural diagram of a cross - partition handover system for a degraded train provided by an embodiment of the present invention is as follows Figure 6 As shown, the system includes:

[0127] An acquisition module 11, configured to acquire the path information of the current train; and determine the fault stage corresponding to the cross - partition handover of the current train according to the path information; where the fault stage at least includes any one of the stages of the current train being degraded or having on - vehicle equipment failure before handover, the current train having been registered in the target partition and applied for trackside line resources, and the stage of establishing communication between the current partition and the target partition of the current train.

[0128] A determination module 12, configured to determine the corresponding target handover strategy according to each fault stage; where a mapping relationship is established in advance between each fault stage and the corresponding handover strategy.

[0129] An establishment module 13, configured to establish a protection area for the current train according to the target handover strategy, the current partition and the target partition corresponding to the current train, so that the current train runs safely.

[0130] Since the embodiments of the system part correspond to the above-mentioned embodiments, for the embodiments of the system part, please refer to the description of the embodiments in the above method part and will not be repeated here.

[0131] For the introduction of a cross-zone handover system for a degraded train provided by the present invention, please refer to the above method embodiments. The present invention will not be repeated here, and it has the same beneficial effects as the above cross-zone handover method for a degraded train.

[0132] Figure 7 The following is a structural diagram of a cross-zone handover device for a degraded train provided by an embodiment of the present invention. As Figure 7 shown, the device includes:

[0133] A memory 21 for storing a computer program;

[0134] A processor 22 for implementing the steps of the cross-zone handover method for a degraded train when executing the computer program.

[0135] Among them, the processor 22 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 22 may be implemented in at least one hardware form of a digital signal processor (DSP), a field-programmable gate array (FPGA), or a programmable logic array (PLA). The processor 22 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the wake state, also known as a central processing unit (CPU); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 22 may be integrated with a graphics processing unit (GPU), and the GPU is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 22 may further include an artificial intelligence (AI) processor, and the AI processor is used to process computational operations related to machine learning.

[0136] The memory 21 may include one or more computer-readable storage media, which may be non-transitory. The memory 21 may also include high-speed random access memory, as well as non-volatile memory, such as one or more disk storage devices and flash storage devices. In this embodiment, the memory 21 is at least used to store the following computer program 211. After the computer program is loaded and executed by the processor 22, it can implement the relevant steps of the cross-partition handover method of the degraded train disclosed in any of the foregoing embodiments. In addition, the resources stored in the memory 21 may also include an operating system 212 and data 213, etc., and the storage method may be temporary storage or permanent storage. Among them, the operating system 212 may include Windows, Unix, Linux, etc. The data 213 may include, but is not limited to, the data involved in the cross-partition handover method of the degraded train, etc.

[0137] In some embodiments, the cross-partition handover device of the degraded train may further include a display screen 23, an input / output interface 24, a communication interface 25, a power supply 26, and a communication bus 27.

[0138] Those skilled in the art can understand that Figure 7 the structure shown in does not constitute a limitation on the cross-partition handover device of the degraded train, and may include more or fewer components than shown in the figure.

[0139] The processor 22 realizes the cross-partition handover method of the degraded train provided in any of the foregoing embodiments by calling the instructions stored in the memory 21.

[0140] For the introduction of a cross-partition handover device of a degraded train provided by the present invention, please refer to the foregoing method embodiments. The present invention will not be elaborated herein again, and it has the same beneficial effects as the cross-partition handover method of the degraded train.

[0141] Furthermore, the present invention also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by the processor 22, it realizes the steps of the cross-partition handover method of the degraded train as described above.

[0142] It can be understood that if the methods in the above embodiments are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the present invention, in essence, or the parts that contribute to the prior art, or all or part of the technical solutions, can be embodied in the form of a software product. This computer software product is stored in a storage medium and executes all or part of the steps of the methods in the various embodiments of the present invention. The aforementioned storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memories (ROMs), random access memories (RAMs), magnetic disks, or optical discs that can store program codes.

[0143] For the introduction of a computer-readable storage medium provided by the present invention, please refer to the above method embodiments. The present invention will not elaborate herein, and it has the same beneficial effects as the above cross-partition handover method for downgraded trains.

[0144] The above has provided a detailed introduction to a cross-partition handover method, system, device, and medium for a downgraded train of the present invention. The various embodiments in the specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. The same or similar parts among the various embodiments can be referred to each other. For the device disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple. For the relevant parts, please refer to the description in the method section. It should be noted that for those of ordinary skill in the art in this technical field, without departing from the principle of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the protection scope of the present invention.

[0145] It should also be noted that in this specification, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprising", "including", or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device including a series of elements not only includes those elements but also includes other elements not explicitly listed, or further includes elements inherent to such process, method, article, or device. Without further limitation, an element defined by the statement "including one..." does not exclude the existence of another identical element in the process, method, article, or device including the element.

Claims

1. A cross - zone handover method for a downgraded train, characterized in that, Including: Obtaining path information of the current train; and determining a fault stage corresponding to cross - partition handover according to the path information, where the fault stage at least includes any one of a stage where the current train degrades or has on - vehicle equipment failure before handover, a stage where the current train has registered in the target partition and applied for track - side line resources, and a stage where communication is established between the current partition and the target partition of the current train; Determining a corresponding target handover strategy according to each of the fault stages; where a mapping relationship is pre - established between each of the fault stages and the corresponding handover strategy; Establishing a protection area for the current train according to the target handover strategy, the current partition and the target partition corresponding to the current train, so that the current train runs safely.

2. The cross-zone handover method for a downgraded train according to claim 1, wherein When the fault stage is a stage where the current train degrades or has on - vehicle equipment failure before handover, establishing the protection area for the current train according to the target handover strategy, the current partition and the target partition corresponding to the current train includes: Controlling the OC of the current partition to obtain a communication fault tolerance time; Within the communication fault tolerance time, obtaining valid position information and speed information of the last data packet of the current train; Speculating the running position of the current train according to the valid position information and the speed information; When the communication fault tolerance time is reached, determining whether the current train is a non - communicating train according to the running position; If it is a non - communicating train, creating a protection area for the current train from the running position to the boundary point of the target partition according to the movement authorization or the path information of the current train, and sending the path information, the protection area and the corresponding protection area information of the current train to the target partition.

3. The cross-zone handover method for a downgraded train according to claim 1, wherein When the fault stage is a stage where the current train has registered in the target partition and applied for track - side line resources, establishing the protection area for the current train according to the target handover strategy, the current partition and the target partition corresponding to the current train includes: Controlling the OC of the target partition to obtain the valid position information, speed information and communication fault tolerance time of the last data packet of the current train; Speculating the running position of the current train according to the valid position information and the speed information; When the communication fault tolerance time is reached, determining whether the current train is a non - communicating train according to the running position; If it is a non - communicating train, creating a protection area for the current train according to the path information.

4. The cross-zone handover method for a downgraded train according to claim 1, characterized in that, When the fault stage is a stage where communication is established between the current partition and the target partition of the current train, establishing the protection area for the current train according to the target handover strategy, the current partition and the target partition corresponding to the current train includes: Controlling the OC of the target partition to receive the path information of the current train sent by the OC of the current partition, registering the current train as a non - communicating train in the target partition, and establishing the protection area.

5. The cross-zone handover method for a downgraded train according to claim 4, characterized in that, After creating the protection area of the target partition, it further includes: When the OC in the current partition receives the protected area information sent by the OC in the target partition, splice the protected area of the current partition and the protected area of the target partition to extend to the target partition; Send the spliced protected area to other trains corresponding to the current partition and the target partition except the current train, so as to protect the spliced protected area when calculating the movement authorization.

6. The cross-zone handover method for a downgraded train according to any one of claims 1 to 5, characterized in that Determine the fault stage corresponding to the cross-partition handover of the current train according to the path information, including: Obtain the driving direction of the path information; Determine the target partition according to the driving direction and the current partition where the current train is located; Obtain the position information of the path information; Determine the fault-occurring partition of the current train according to the position information; Determine the fault stage according to the fault-occurring partition.

7. The cross-zone handover method for a degraded train according to any one of claims 1 to 5, characterized in that When the current train crosses the demarcation point between the current partition and the target partition, it further includes: Calculate the resource information occupied by the current train in the current partition according to the three-point inspection principle and the axle counting section; After the current train clears the section where the trackside equipment resources are located, release the storage space occupied by the resource information.

8. A cross-zone handover system for a downgraded train, characterized in that It includes: An acquisition module, configured to acquire the path information of the current train; and determine the fault stage corresponding to the cross-partition handover of the current train according to the path information; wherein, the fault stage at least includes any one of the stages of the current train degrading or the on-vehicle equipment failing before handover, the stage where the current train has been registered in the target partition and applied for trackside line resources, and the stage where communication is established between the current partition and the target partition of the current train; A determination module, configured to determine the corresponding target handover strategy according to each of the fault stages; wherein, a mapping relationship is established in advance between each of the fault stages and the corresponding handover strategy; A establishment module, configured to establish the protected area of the current train according to the target handover strategy, the current partition and the target partition corresponding to the current train, so that the current train runs safely.

9. A cross-zone handover device for a downgraded train, characterized in that, It includes: A memory, configured to store a computer program; A processor, configured to implement the steps of the cross-partition handover method for a degraded train as described in any one of claims 1 to 7 when executing the computer program.

10. A computer-readable storage medium, characterized in that, A computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the steps of the cross-partition handover method for a degraded train as described in any one of claims 1 to 7 are implemented.

Images