A cross-section handover method, system, device and medium for downgraded trains

Abstract

The present invention discloses a method, system, device and medium for cross-zone handover of a downgraded train, and relates to the technical field of urban rail transit signal control. The corresponding fault stage in the cross-zone handover process is determined based on path information, and the fault stage is refined, so that the accuracy of fault determination is improved and the fault stage is discovered in time. Since the mapping relationship between the fault stage and the corresponding handover strategy is established in advance, the handover strategies corresponding to different fault stages are different, so as to improve the flexibility of establishing protection zones. The protection zone of the current train is established based on the target handover strategy, the current zone corresponding to the current train, and the target zone. Here, it can be achieved that the protection zone established at different fault stages can correspond to the protection zone based on 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 downgraded train, realize the handover of non-communication trains, and ensure the safe and efficient operation of non-communication trains.

Description

Technical Field

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

[0002] Currently, urban rail transit train signal control systems are evolving towards a Train Autonomous Circumambulate System (TACS) based on vehicle-to-vehicle communication. This system, centered around onboard equipment, allows trains to request track resources within a certain range ahead from an object controller (OC) based on operational needs and track resource status. If a downgraded train loses train-to-ground communication while crossing a section, the taking-over section will not receive any information from the downgraded train, forcing it to make an emergency stop at the intersection of the handover and takeover sections, impacting the safe operation of the downgraded train.

[0003] Therefore, how to ensure the safe operation of downgraded trains 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-section handover of downgraded trains to solve the problem that downgraded trains cannot receive any information in the takeover section due to loss of train-to-ground communication, thus affecting safe operation.

[0005] To solve the above technical problems, the present invention provides a cross-zone handover method for downgraded trains, comprising:

[0006] Obtaining path information of the current train; and determining, based on the path information, a fault stage corresponding to the cross-zone handover of the current train; wherein the fault stage includes at least one of a stage in which the current train is degraded before the handover or an onboard device fails, a stage in which the current train has registered in the target zone and applied for trackside line resources, and a stage in which the current zone of the current train and the target zone establish communication;

[0007] Determine a corresponding target handover strategy according to each fault stage; wherein a mapping relationship is pre-established between each fault stage and the corresponding handover strategy;

[0008] A protection zone of the current train is established according to the target handover strategy, the current partition corresponding to the current train, and the target partition, so as to ensure the safe operation of the current train.

[0009] On the one hand, when the fault stage is a stage in which the current train is degraded before being handed over or an onboard device fails, a protection zone of the current train is established according to the target handover strategy, the current zone corresponding to the current train, and the target zone, including:

[0010] Controlling the OC of the current partition to obtain a communication fault tolerance time;

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

[0012] Estimate the running position of the current train based on the valid position information and the speed information;

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

[0014] If it is a non-communication vehicle, a protection zone of the current train from the running position to the target partition intersection point is created based on the movement authorization of the current train or the path information, and the path information of the current train, the protection zone and the corresponding protection zone information are sent to the target partition.

[0015] On the other hand, when the fault stage is when the current train has registered in the target partition and applied for trackside line resources, a protection zone for the current train is established according to the target handover strategy, the current partition corresponding to the current train, and the target partition, including:

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

[0017] Estimate the running position of the current train based on the valid position information and the speed information;

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

[0019] If it is a non-communication vehicle, a protection zone for the current train is created based on the path information.

[0020] On the other hand, when the fault phase is a phase of establishing communication between the current partition of the current train and the target partition, establishing a protection zone of the current train according to the target handover strategy, the current partition corresponding to the current train, and the target partition includes:

[0021] The OC controlling the target zone receives the path information of the current train sent by the OC of the current zone, registers the current train as a non-communication vehicle in the target zone, and establishes the protection zone.

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

[0023] When the OC of the current partition receives the protection zone information sent by the OC of the target partition, the protection zone of the current partition and the protection zone of the target partition are spliced ​​to extend to the target partition;

[0024] The spliced ​​protection area is sent to other trains corresponding to the current partition and the target partition except the current train, so as to protect the spliced ​​protection area when calculating the movement authorization.

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

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

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

[0028] Acquire location information of the path information;

[0029] Determine the fault occurrence zone of the current train according to the location information;

[0030] The fault stage is determined according to the fault occurrence zone.

[0031] On the other hand, when the current train crosses the boundary between the current partition and the target partition, the method further includes:

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

[0033] After the current train clears the section where the trackside equipment resources are located, the storage space occupied by the resource information is released.

[0034] In order to solve the above technical problems, the present invention further provides a cross-zone handover system for downgraded trains, comprising:

[0035] an acquisition module, configured to acquire path information of a current train; and determine, based on the path information, a fault stage corresponding to the cross-zone handover of the current train; wherein the fault stage includes at least one of a stage in which the current train is degraded before the handover or an onboard device fails, a stage in which the current train has registered in a target zone and applied for trackside line resources, and a stage in which communication is established between the current zone of the current train and the target zone;

[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] An establishing module is used to establish a protection zone of the current train according to the target handover strategy, the current partition corresponding to the current train, and the target partition, so as to ensure the safe operation of the current train.

[0038] In order to solve the above technical problems, the present invention further provides a cross-section handover device for downgraded trains, comprising:

[0039] memory for storing computer programs;

[0040] A processor is configured to implement the steps of the cross-section handover method for downgraded trains when executing the computer program.

[0041] In order to solve the above technical problems, the present invention also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the cross-section handover method of the downgraded train are implemented.

[0042] The present invention provides a cross-zone handover method for a downgraded train, which collects the path information of the train and determines the corresponding fault stage during the cross-zone handover process based on the path information. The present invention determines the corresponding target handover strategy based on the determined fault stage. In this process, the fault stage is refined, so that the accuracy of fault determination is improved and the fault stage is discovered 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 as to improve the flexibility of establishing protection zones. The protection zone of the current train is established based on the target handover strategy, the current zone corresponding to the current train, and the target zone. Here, it can be achieved that the protection zone corresponding to the established protection zone at different fault stages 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 downgraded train, realize the handover of non-communication trains, and ensure the safe and efficient operation of non-communication trains.

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

[0044] In order to more clearly illustrate the embodiments of the present invention, the following is a brief introduction to the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0045] Figure 1 The present invention provides a flow chart of a method for cross-zone handover of a downgraded train.

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

[0047] Figure 3 A schematic diagram of a scenario of splicing protection zones provided by an embodiment of the present invention.

[0048] Figure 4 A schematic diagram of a scenario in which a non-communication vehicle's front end crosses a dividing point provided in an embodiment of the present invention.

[0049] Figure 5 A schematic diagram of a scenario in which the rear end of a non-communication vehicle crosses a dividing point provided by an embodiment of the present invention.

[0050] Figure 6 This is a structural diagram of an inter-zone handover system for downgraded trains provided in an embodiment of the present invention.

[0051] Figure 7 This is a structural diagram of a cross-section handover device for a downgraded train provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0052] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts shall fall within the scope of protection of the present invention.

[0053] The core of the present invention is to provide a cross-section handover method, system, device and medium for downgraded trains to solve the problem that downgraded trains cannot receive any information in the takeover section due to loss of train-to-ground communication, thus affecting safe operation.

[0054] In order to enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific implementation methods.

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

[0056] Under normal circumstances, when a TACS train operates across zones within a shared management area, it registers its train information with the taking-over zone (OC2) and sends a request for trackside line resources for Platform 2, based on the path information issued by the Automatic Train Supervision (ATS) operation plan. OC2 then checks the line resource status and conflict protection conditions, allocates trackside equipment resources to the train, and maintains a user information list. The handover zone and the taking-over zone transmit the trackside line resource allocation status and protection zone information within their respective shared management areas to each other. After the train obtains the trackside line resources from the taking-over zone (OC2), it extends the movement authorization to Platform 2, and the train operates across zones. When the train's rear end crosses the zone demarcation point, it requests train deregistration from the handover zone (OC1) and proactively releases the trackside line resources within OC1, completing the cross-zone operation. However, during the cross-zone operation, the train loses communication and degrades. The taking-over zone is unable to obtain the non-communication train information to establish a protection zone, causing the train to be forced to stop in the handover zone, impacting operation. The cross-zone handover method for downgraded trains provided by the present invention can address the aforementioned technical problems.

[0057] Figure 1 A flow chart of a method for handing over a downgraded train across zones provided by an embodiment of the present invention is shown in FIG. Figure 1 As shown, the method includes:

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

[0059] The fault stage includes at least one of the following stages: the stage in which the current train is degraded before being handed over or the onboard equipment fails, the stage in which the current train has registered in the target partition and applied for trackside line resources, and the stage in which the current partition of the current train and the target partition establish communication;

[0060] S12: Determine a corresponding target handover strategy according to each fault stage; wherein a mapping relationship is pre-established between each fault stage and the corresponding handover strategy;

[0061] S13: Establishing a protection zone for the current train according to the target handover strategy, the current partition corresponding to the current train, and the target partition to ensure safe operation of the current train.

[0062] Specifically, the path information here can include timetable information, route information, location information, movement authorization information, etc. A train timetable is a technical document used to show the operation of trains within a railway section and the arrival, departure, and transit times at stations. It is a graphic illustration of the time-space process of train operation, clearly displaying the order in which various trains are scheduled to occupy sections, the routes through which trains will pass (including the starting station, final destination, and all intermediate stations), the arrival, departure, and transit times of trains at various stations, the duration of stops at stations, and the duration of return operations at terminal stations.

[0063] Train routes include arrival routes, departure routes, through routes, and reversing routes. The arrival route is the train path from the arrival signal to the departure signal within the same station, describing the train's entry process; the departure route is the train path from the departure signal to the station boundary point, describing the train's departure process; the through route is the train path from the boundary point to the through signal or between two consecutive through signals in the same section, describing the train's passage through the station or normal operation within the section; the reversing route is the train path from one departure signal to another departure signal on the same siding in the opposite direction, describing the train's change of direction within the station.

[0064] The train's current location can be determined by identifying a location marker. For example, the location marker for the train's current location is a normal route type field or a protected route type field. The route planning information includes a feature location point set consisting of multiple feature location points covered by the train's travel path. Multiple target feature location points are pre-distributed on normal routes and protected routes, and the locations of the multiple target feature points correspond to and match the feature location point set.

[0065] The train speed distance curve is a curve that records the train speed at any time and any mileage during the train operation. It can show the operating conditions and operating status of each basic unit of the micro-road network during the train operation, including traction, cruising, coasting and braking.

[0066] A movement authorization authorizes a train to enter and pass through a specific track section in a given direction of travel. Movement authorization information is part of the train's path information and indicates the area where the train can safely operate.

[0067] Regarding how to determine the fault stage, the fault stage can be determined based on the stage corresponding to the loss of communication between the train and the ground, or based on the train's location information and movement authorization information, etc. There is no limitation here and it can be set according to actual conditions.

[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] Get the driving direction of the route information;

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

[0071] Get the location information of the path information;

[0072] Determine the fault occurrence zone of the current train based on the location information;

[0073] Determine the fault stage based on the fault occurrence zone.

[0074] Specifically, the travel direction of the route information, i.e., the movement authorization information, is obtained. Based on the movement authorization information and the current zone of the current train, the next zone, i.e., the target zone, which also serves as the takeover zone, is determined. The zone where the current train's fault occurred is determined based on the location information as the fault stage.

[0075] The zone controller (ZC) calculates movement authorization information for the train, including the range of track sections within which the train can safely operate. The maximum distance a train is authorized to operate is usually a specific track section. The train's current position information is sent to the ZC by the train's car borne controller (CC). The train's specific position within the block section, including the positions of the front and rear ends of the train. The train's direction of travel is determined to analyze the train's positional relationship within the block section. The train's operating speed is used to determine whether the train is operating normally within the movement authorization range. If the train's position exceeds the movement authorization range and the block section status is displayed as faulty occupied, a fault may have occurred in that block section. The specific location of the fault is determined based on the block section's logical status (e.g., faulty occupied, normally occupied, etc.) and the train's position information. The section occupancy logic check function is used to analyze the status of the adjacent block section behind the train to determine whether the fault has occurred in that section, thus determining the fault stage.

[0076] Combined with the above-mentioned normal operation process, the fault stage includes at least one of the following stages: the current train is downgraded before being handed over or the on-board equipment fails, the current train has registered in the target partition and applied for trackside line resources, and the current partition of the current train and the target partition establish communication. That is, the current train has only one fault stage at a time.

[0077] The combination of the train's movement authorization information and location information provided in this embodiment can effectively determine the specific partition where the fault occurred, thereby improving the efficiency and accuracy of fault handling.

[0078] In step S12, the target handover strategy corresponding to each fault stage is determined. Here, a mapping relationship is pre-established in the handover strategy corresponding to each fault stage, so that the target handover strategy can be directly determined after the fault stage is determined. The storage process of the mapping relationship is not limited here. It can be stored in a list or database format, which is not limited here. The specific handover strategy is to establish a corresponding protection zone based on the corresponding fault stage occurring during operation.

[0079] The protection zone in step S13 refers to a specific section of track within the railway system designed to ensure the safe operation of non-communication trains (i.e., trains that lack the ability to communicate in real time with the central control system). This area is used to prevent collisions between trains and other potential safety risks. Within the railway line safety protection zone, a series of measures are implemented to prevent external factors from interfering with the operation of railway trains and reduce potential safety hazards in railway transportation. These measures include, but are not limited to, the installation of closed facilities, warning signs, and monitoring systems to ensure the safe operation of trains. For non-communication trains, since they cannot receive and send information in real time like communication trains, the establishment of a protection zone is particularly important. It provides a necessary safety buffer area for non-communication trains.

[0080] In step S13, a protection zone is established based on the target handover strategy, the current zone, and the target zone corresponding to the current train. This can be a protection zone for the current zone, a protection zone for the target zone, or a combined protection zone for both zones. Each implementation depends on the fault stage and is not limited here. Once the protection zone is determined, the safe operation of the current train can be guaranteed.

[0081] An embodiment of the present invention provides a cross-zone handover method for a downgraded train, which collects the path information of the train and determines the corresponding fault stage during the cross-zone handover process based on the path information. The present invention determines the corresponding target handover strategy based on the determined fault stage. In this process, the fault stage is refined, so that the accuracy of fault determination is improved and the fault stage is discovered 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 as to improve the flexibility of establishing protection zones. The protection zone of the current train is established based on the target handover strategy, the current zone corresponding to the current train, and the target zone. Here, it can be achieved that the protection zone corresponding to the established protection zone at different fault stages 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 downgraded train, realize the handover of non-communication trains, and ensure the safe and efficient operation of non-communication trains.

[0082] In some embodiments, when the fault stage is a stage where the current train is degraded before being handed over or an onboard device fails, a protection zone of the current train is established according to the target handover strategy, the current zone corresponding to the current train, and the target zone, including:

[0083] Control the OC of the current partition to obtain the communication fault tolerance time;

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

[0085] Estimate the current train's running position based on valid position information and speed information;

[0086] When the communication fault tolerance time is reached, determine whether the current train is a non-communication train based on the running position;

[0087] If it is a non-communication vehicle, a protection zone is created from the running position of the current train to the intersection of the target partition based on the movement authorization or path information of the current train, and the path information, protection zone and corresponding protection zone information of the current train are sent to the target partition.

[0088] Specifically, Figure 2 A schematic diagram of a cross-zone handover scenario provided by an embodiment of the present invention is shown in FIG. Figure 2As shown, the train is degraded or the onboard equipment (Train Access Unit, TAU) fails in the shared management area, and the train loses communication with the ground in the current section (handover section). That is, before the current train is handed over, it is degraded or the onboard equipment fails. The OC1 of the current section is controlled to obtain the communication failure tolerance time, that is, to determine the communication interruption tolerance value between the train and the ground. During this time, the OC1 of 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 infer the current train's running position.

[0089] The position reported by the train in the last data packet is usually an absolute position (such as a mileage mark on the track). The time interval when the train loses communication with the ground is determined. Based on the train's speed and time interval, the distance the train may have run after losing communication is calculated, that is, running distance = speed x time interval.

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

[0091] For example, the train's reported position in the last data packet is 100 meters, its speed is 60 meters per second, and the communication cycle is 300 milliseconds (0.3 seconds). The train's potential travel distance after losing communication is: Travel distance = 60 × 0.3 = 18 meters. Therefore, the train's estimated position is: Estimated position = 100 + 18 = 118 meters. Furthermore, positioning error can be taken into account. Due to errors in the speed sensors and wheel diameters, the estimated train position may have some uncertainty. Based on the estimated position, a safety buffer is set to ensure train safety, taking into account positioning error. Based on the above example, the safety buffer can be set between 115 and 121 meters.

[0092] When the communication fault tolerance time is reached, it is determined whether the current train is a non-communication vehicle based on the running position; if it is a non-communication vehicle, the current train needs to be marked.

[0093] The current position of the train or the position reported in the last data packet is used as the starting point of the protection zone, and the intersection of the target partition is used as the end point of the train movement authorization, that is, the end point of the protection zone. The track section between the starting point and the end point of the protection zone is used as the protection zone from the operating position to the intersection of the target partition. Here, the target partition is determined by the driving direction corresponding to the train's movement authorization, and the path information determines the area from the operating position to the intersection of its target partition. The trackside resources in the protection zone are set to exclusive, and other trains cannot apply for them. The handover partition OC1 sends the non-communication vehicle information and the protection zone information in the co-managed area to the takeover partition OC2. That is, the path information, protection zone and corresponding protection zone information of the current train are sent to the target partition to complete the handover process.

[0094] This embodiment provides a method for more accurately inferring the running position of the train based on the valid position information and speed information in the last data packet sent by the train when the train loses communication with the ground, and establishing a protection zone from the running position to the target partition intersection point for the movement authorization and path information of the non-communication train to ensure the safe operation of the train.

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

[0096] The OC of the control target partition obtains the valid position information, speed information and communication fault tolerance time of the last data packet of the current train;

[0097] Estimate the current train's running position based on valid position information and speed information;

[0098] When the communication fault tolerance time is reached, determine whether the current train is a non-communication train based on the running position;

[0099] If it is a non-communication vehicle, a protection zone for the current train is created based on the path information.

[0100] like Figure 2 As shown, in this fault phase, the execution subject becomes the OC of the target zone. The establishment process is the same as in the above embodiment. Referring to the above embodiment, the current train running position is estimated based on the valid position information and speed information. The train running position is estimated more accurately to ensure the safe operation of the train.

[0101] The takeover zone OC2 calculates the train safety envelope under the most unfavorable conditions based on the last package of valid position information and speed information of the train. When the communication fault tolerance time is reached, OC2 establishes a non-communication vehicle protection zone for the vehicle and applies for exclusive use of the trackside resources within this zone.

[0102] This embodiment provides that when the current train has registered in the target partition and applied for trackside line resources, the takeover partition (target partition) establishes a protection zone for the current train, estimates the current train's running position based on valid position information and speed information, and more accurately estimates the train's running position to ensure the safe operation of the train.

[0103] In other embodiments, when the fault phase is a phase of establishing communication between the current partition of the current train and the target partition, establishing a protection zone of the current train according to the target handover strategy, the current partition corresponding to the current train, and the target partition includes:

[0104] The OC controlling the target zone receives the path information of the current train sent by the OC of the current zone, registers the current train as a non-communication vehicle in the target zone, and establishes a protection zone.

[0105] Specifically, the target zone's OC executes the action. Based on the non-communicating vehicle information sent by the handover zone, OC1, it registers the non-communicating vehicle within the zone, establishes a non-communicating vehicle protection zone for the vehicle, and applies for exclusive use of the trackside resources within the zone. The establishment process here is identical to the previous embodiment and is not limited here. The only difference is that the target zone's OC now executes the action.

[0106] This embodiment provides a method for receiving the path information of the current train sent by the OC of the current partition during the fault stage, registering the current train as a non-communication vehicle in the target partition, and establishing a protection zone to achieve the ability to receive communication information from the non-communication train to establish a protection zone and ensure the operation of the current train.

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

[0108] When the OC of the current partition receives the protection zone information sent by the OC of the target partition, the protection zone of the current partition and the protection zone of the target partition are spliced ​​to extend to the target partition;

[0109] The spliced ​​protection zone is sent to the current partition and the target partition corresponding to other trains except the current train, so as to protect the spliced ​​protection zone when calculating the movement authorization.

[0110] Specifically, Figure 3 A schematic diagram of a splicing protection zone scenario provided by an embodiment of the present invention, such as Figure 3 As shown, the handover zone OC1 receives the protection zone information created by the takeover zone OC2 for the non-communication vehicle and combines the protection zone information of the two zones, extending the non-communication vehicle protection zone to platform 2. The handover zone OC1 and the takeover zone OC2 send this protection zone information to other trains in their zones. When other trains calculate the movement authorization, they protect the protection zone to ensure the safety of the non-communication vehicle.

[0111] In addition, the protection areas of each area can be kept independent without splicing.

[0112] The protection zones of the spliced ​​zones provided in this embodiment are designed to take into account that the handover zone OC transmits information of non-communication vehicles that are to cross zones within the co-managed area to the takeover zone OC, and the handover zone OC and the takeover zone OC transmit the protection zone information and resource allocation information of the zones within the co-managed area to each other. The protection zones of the handover zone and the takeover zone form a complete protection zone, so that the protection zone of non-communication vehicles extends to the takeover zone, providing safety protection for the cross-zone operation of non-communication vehicles.

[0113] In some embodiments, when the current train crosses the boundary between the current section and the target section, the method further includes:

[0114] Calculate the resource information occupied by the current train in the current section based on 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, the storage space occupied by the resource information is released.

[0116] Specifically, the three-point check determines whether a section can be unlocked by checking the occupied and unoccupied status of the preceding section, the section itself, and the following section. Essentially, this determines whether the train has actually passed through the section. During train operation, the three-point check ensures safe spacing and operational status.

[0117] Axle counting devices are used to monitor train occupancy in a section. The axle counting system determines section occupancy by counting the number of wheels on the train. When a train enters a section, the axle counting device records the number of wheels entering; when the train leaves, the axle counting device records the number of wheels leaving. By comparing the number of wheels entering and leaving, the section can be determined to be occupied.

[0118] The specific position of the train in the axle counting section is determined by the number of wheels recorded by the axle counting equipment. According to the three-point inspection principle, the occupancy status of the front, current and rear sections of the train is checked. Based on the position of the train and the status of the front and rear sections, the resource information occupied by the train in the current section is calculated, including the length of the occupied section, the occupancy time, etc.

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

[0120] Figure 4 A schematic diagram of a scenario in which a non-communication vehicle head crosses a dividing point provided by an embodiment of the present invention is shown as follows: Figure 4 As shown, the master control OC switches from OC1 to OC2. Based on the three-point inspection principle, OC uses the axle counting section occupation and clearance information to update the position of non-communication vehicles in real time. When the train clears the section where the trackside equipment resources are located, OC automatically releases the resources for use by other trains, thereby improving the utilization efficiency of line resources.

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

[0122] Figure 5A schematic diagram of a scenario in which the rear end of a non-communication vehicle crosses a dividing point provided by an embodiment of the present invention is shown as follows: Figure 5 As shown, when the rear end of the non-communication vehicle crosses the dividing point, the transfer zone OC1 cancels the non-communication vehicle, and the non-communication vehicle completes the cross-zone operation.

[0123] In the above embodiment, the execution subject of the handover method can be the OC of each partition, or it can be a master partition OC to create a protection zone. That is, when it is in the handover partition, the handover partition OC is not used to create the protection zone, but the master partition OC controls the creation. If it is in the takeover partition, the control instructions of the master partition OC are sent to the OC of the takeover partition to create the protection zone.

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

[0125] After the handover partition OC receives the protection zone and resource allocation information created by the takeover partition OC, it splices the protection zones of non-communication vehicles in the two partitions. The protection zones of the handover partition and the takeover partition form a complete protection zone, so that the protection zone of non-communication vehicles extends to the takeover partition, providing safety protection for non-communication vehicles to operate across partitions.

[0126] The above describes in detail various embodiments corresponding to the cross-zone handover method of a downgraded train. On this basis, the present invention also discloses a cross-zone handover system for a downgraded train corresponding to the above method. Figure 6 This is a structural diagram of a cross-zone handover system for downgraded trains provided by an embodiment of the present invention. Figure 6 As shown, the system includes:

[0127] The acquisition module 11 is configured to obtain the path information of the current train and determine the fault stage of the current train corresponding to the inter-zone handover based on the path information; wherein the fault stage includes at least one of the following stages: the stage when the current train is degraded before the handover or the onboard equipment fails; the stage when the current train has registered in the target zone and applied for trackside line resources; and the stage when the current zone of the current train and the target zone have established communication.

[0128] A determination module 12 is configured to determine a corresponding target handover strategy according to each fault stage; wherein a mapping relationship is pre-established between each fault stage and the corresponding handover strategy;

[0129] The establishing module 13 is used to establish a protection zone of the current train according to the target handover strategy, the current partition corresponding to the current train and the target partition, so as to ensure the safe operation of the current train.

[0130] Since the embodiments of the system part correspond to the above embodiments, the embodiments of the system part please refer to the description of the embodiments of the method part, which will not be repeated here.

[0131] For an introduction to the cross-zone handover system for downgraded trains provided by the present invention, please refer to the above method embodiment, and the present invention will not be repeated here. It has the same beneficial effects as the above-mentioned cross-zone handover method for downgraded trains.

[0132] Figure 7 A structural diagram of a cross-section handover device for a downgraded train provided in an embodiment of the present invention, such as Figure 7 As shown, the device includes:

[0133] Memory 21, for storing computer programs;

[0134] The processor 22 is configured to implement the steps of the cross-section handover method for downgraded trains when executing a computer program.

[0135] The processor 22 may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor 22 may be implemented in at least one of the following hardware forms: 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 awake 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), which is responsible for rendering and drawing the content required to be displayed on the display screen. In some embodiments, the processor 22 may also include an artificial intelligence (AI) processor, which is responsible for processing computing 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 and non-volatile memory, such as one or more disk storage devices and flash memory storage devices. In this embodiment, the memory 21 is used to store at least the following computer program 211, wherein, after the computer program is loaded and executed by the processor 22, it can implement the relevant steps of the cross-zone handover method of the downgraded train disclosed in any of the aforementioned 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 data involved in the cross-zone handover method of the downgraded train, etc.

[0137] In some embodiments, the cross-section handover device for the downgraded 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 will understand that Figure 7 The structure shown in the figure does not constitute a limitation on the cross-section handover device of the downgraded train, and may include more or fewer components than shown in the figure.

[0139] The processor 22 calls the instructions stored in the memory 21 to implement the cross-section handover method of the downgraded train provided in any of the above embodiments.

[0140] For an introduction to the cross-section handover device for a downgraded train provided by the present invention, please refer to the above method embodiment, and the present invention will not be repeated here. It has the same beneficial effects as the above-mentioned cross-section handover method for a downgraded train.

[0141] Furthermore, the present invention also provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by the processor 22, the steps of the above-mentioned cross-section handover method of the downgraded train are implemented.

[0142] It is 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 solution of the present invention, or the portion that contributes to the prior art, or all or part of the technical solution, 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 each embodiment of the present invention. The aforementioned storage medium includes various media that can store program code, such as a USB flash drive, a mobile hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0143] For an introduction to a computer-readable storage medium provided by the present invention, please refer to the above method embodiment, and the present invention will not be described in detail here. It has the same beneficial effects as the above cross-section handover method of downgraded trains.

[0144] The above is a detailed introduction to the cross-section handover method, system, device and medium for a downgraded train provided by the present invention. The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the various embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description. It should be pointed out that for ordinary technicians in this technical field, without departing from the principle of the present invention, the present invention can also be improved and modified in several ways, and these improvements and modifications also fall within the scope of protection of the present invention.

[0145] It should also be noted that, in this specification, relational terms such as first and second, etc., are used only 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 "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus comprising the element.

Claims

1. A cross-zone handover method for downgraded trains, characterized in that: include: Obtaining path information of the current train; and determining, based on the path information, a fault stage corresponding to the cross-zone handover of the current train; wherein the fault stage includes at least one of a stage in which the current train is degraded before the handover or an onboard device fails, a stage in which the current train has registered in the target zone and applied for trackside line resources, and a stage in which the current zone of the current train and the target zone establish communication; Determine a corresponding target handover strategy according to each fault stage; wherein a mapping relationship is pre-established between each fault stage and the corresponding handover strategy; Establishing a protection zone for the current train according to the target handover strategy, the current zone corresponding to the current train, and the target zone to ensure safe operation of the current train; Correspondingly, when the fault stage is a stage in which the current train is degraded before being handed over or an onboard device fails, a protection zone of the current train is established according to the target handover strategy, the current partition corresponding to the current train, and the target partition, including: 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; Estimate the running position of the current train based on the valid position information and the speed information; When the communication fault tolerance time is reached, determining whether the current train is a non-communication train according to the running position; If it is a non-communication vehicle, a protection zone is created for the current train from its running position to the target partition intersection based on the movement authorization of the current train or the path information, and the path information of the current train, the protection zone and the corresponding protection zone information are sent to the target partition; wherein, the current position of the train or the position reported in the last data packet is used as the starting point of the protection zone, the intersection of the target partition is used as the end point of the train movement authorization, and the track section between the starting point and the end point of the protection zone is used as the protection zone from the running position to the target partition intersection.

2. The cross-section handover method of a downgraded train according to claim 1, characterized in that: The fault stage is when the current train has registered in the target partition and applied for trackside line resources, and a protection zone for the current train is established according to the target handover strategy, the current partition corresponding to the current train, and the target partition, including: Controlling the OC of the target partition to obtain valid position information, speed information and communication fault tolerance time of the last data packet of the current train; Estimate the running position of the current train based on the valid position information and the speed information; When the communication fault tolerance time is reached, determining whether the current train is a non-communication train according to the running position; If it is a non-communication vehicle, a protection zone for the current train is created based on the path information.

3. The cross-section handover method of a downgraded train according to claim 1, characterized in that: When the fault phase is a phase of establishing communication between the current partition of the current train and the target partition, establishing a protection zone of the current train according to the target handover strategy, the current partition corresponding to the current train, and the target partition includes: The OC controlling the target zone receives the path information of the current train sent by the OC of the current zone, registers the current train as a non-communication vehicle in the target zone, and establishes the protection zone.

4. The cross-section handover method of a downgraded train according to claim 3, characterized in that: After creating the protection zone of the target partition, the method further includes: When the OC of the current partition receives the protection zone information sent by the OC of the target partition, the protection zone of the current partition and the protection zone of the target partition are spliced ​​to extend to the target partition; The spliced ​​protection area is sent to other trains corresponding to the current partition and the target partition except the current train, so as to protect the spliced ​​protection area when calculating the movement authorization.

5. The cross-section handover method of a downgraded train according to any one of claims 1 to 4, characterized in that: Determining, according to the path information, a fault stage corresponding to the inter-zone handover of the current train, including: Obtaining the driving direction of the path information; Determine the target zone according to the travel direction and the current zone where the current train is located; Acquire location information of the path information; Determine the fault occurrence zone of the current train according to the location information; The fault stage is determined according to the fault occurrence zone.

6. The cross-section handover method of a downgraded train according to any one of claims 1 to 4, characterized in that: When the current train crosses the boundary between the current partition and the target partition, the method further includes: Calculate the resource information occupied by the current train in the current section 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, the storage space occupied by the resource information is released.

7. A cross-section handover system for downgraded trains, characterized in that: include: an acquisition module, configured to acquire path information of a current train; and determine, based on the path information, a fault stage corresponding to the cross-zone handover of the current train; wherein the fault stage includes at least one of a stage in which the current train is degraded before the handover or an onboard device fails, a stage in which the current train has registered in a target zone and applied for trackside line resources, and a stage in which communication is established between the current zone of the current train and the target zone; 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; An establishing module, configured to establish a protection zone for the current train according to the target handover strategy, the current zone corresponding to the current train, and the target zone, so as to ensure safe operation of the current train; Correspondingly, when the fault stage is a stage in which the current train is degraded before being handed over or an onboard device fails, a protection zone of the current train is established according to the target handover strategy, the current partition corresponding to the current train, and the target partition, including: 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; Estimate the running position of the current train based on the valid position information and the speed information; When the communication fault tolerance time is reached, determining whether the current train is a non-communication train according to the running position; If it is a non-communication vehicle, a protection zone is created for the current train from its running position to the target partition intersection based on the movement authorization of the current train or the path information, and the path information of the current train, the protection zone and the corresponding protection zone information are sent to the target partition; wherein, the current position of the train or the position reported in the last data packet is used as the starting point of the protection zone, the intersection of the target partition is used as the end point of the train movement authorization, and the track section between the starting point and the end point of the protection zone is used as the protection zone from the running position to the target partition intersection.

8. A cross-section handover device for downgraded trains, characterized in that: include: memory for storing computer programs; A processor, configured to implement the steps of the cross-section handover method for a downgraded train as described in any one of claims 1 to 6 when executing the computer program.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps of the cross-section handover method for a downgraded train according to any one of claims 1 to 6.

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