Method, device and equipment for enabling train to pass through flood gate protection area and medium

Abstract

The invention discloses a method, device and equipment for a train to pass through a flood gate protection area and a storage medium, and relates to the technical field of rail transit signal systems. According to the invention, the interface between the target controller OC subsystem and the flood gate system in the TACS system is utilized to realize the information transmission between the two subsystems; according to the method, a protection area of a minimum unit is established in a flood gate area, a WRC obtains a protection area source list, a CC periodically applies for and receives the flood gate state in front of the running train from the WRC, the WRC activates the source list of the protection area in the forbidden state, a TACS forbids the CC to pass, and after an ATS dispatcher and a flood gate control room worker confirm that the flood gate state is normal and is locked, the WRC activates the source list of the protection area in the forbidden state. The WRC authorizes the CC to pass through the flood gate guard area. The method gets rid of the mode that a traditional signal system establishes a protection area through a signal machine and a section, unnecessary emergency braking is reduced when a train passes through a flood gate area, and the safety and operation efficiency of a TACS system are further improved.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit signal systems, and more particularly to a method, device, equipment and medium for a train to pass through an area protected by a flood-proof door. Background Art

[0002] Currently, the CBTC signaling system primarily relies on the trackside interlocking subsystem, which periodically interacts with the zone controller through trains to ensure train operation. For example, in the CBTC signaling system, if a flood door is fully opened and the locked state is lost, and if the relevant routes are not established, routes originating from the flood door protection signal or signals within the flood door area are prohibited. Simultaneously, an emergency stop area is activated, corresponding to the flood door protection area. If the relevant routes are established and the signal is open, and the flood door is fully opened and the locked state is lost, the flood door protection signal turns red, and the train stops at the red signal.

[0003] For CBTC trains, if the onboard CC confirms through calculation that the train can stop outside the floodgate protection signal, the service brake is applied; otherwise, the emergency brake is immediately applied. If the train is within the floodgate emergency stop area (except in RMF / RMR / ATC bypass driving modes), the emergency brake is immediately activated. Non-CBTC trains in the floodgate area will not be informed of the activation status of the emergency stop area due to the lack of train-to-ground communication, and thus train operation will not be restricted. In this case, the dispatcher will need to intervene to confirm the status of the floodgate. The driver should strictly follow the signal display and dispatch instructions to ensure the train's safety within the floodgate protection area.

[0004] The CBTC signaling system, which uses signals and sections to establish protective zones, suffers from the following issues: relatively outdated operational procedures, cumbersome operational processes, wide impact areas, and low system linkage capabilities. Once a failure occurs, operational planning is risky and inefficient, easily leading to widespread outages. In non-CBTC modes, manual intervention is particularly required to ensure operational safety, but manual verification is both unreliable and insecure.

[0005] With the deep integration of new communication technologies and intelligent control theory in urban rail transit, the Train Autonomous Circumambulation System (TACS), a representative example of the fourth-generation signaling system, has achieved significant innovations in system architecture. This system is primarily train-centric, eliminating the trackside interlocking subsystem and enabling direct train-to-train communication, shortening the data transmission chain. This system can reduce operating and maintenance costs, minimizing lifecycle O&M costs. It can efficiently deploy vehicles over a wider range based on passenger flow, matching passenger flow with transport capacity, and effectively alleviating urban congestion. It also offers advantages such as ease of deployment, greater flexibility, increased efficiency, and increased safety, making it an inevitable trend in the future development of urban rail transit signaling systems. However, for these systems, there is currently no method for how trains can pass through the floodgate protection area if the floodgates are fully opened and the locked state is lost. Summary of the Invention

[0006] To overcome the aforementioned shortcomings and deficiencies in the prior art, the present invention provides a method, apparatus, device, and medium for trains passing through floodgate protection zones. The present invention aims to establish a minimum unit of protection within the floodgate area, eliminating the traditional signaling system (CBTC) method of establishing protection zones through signals and sections. This reduces unnecessary emergency braking when trains pass through floodgate areas, further improving the safety and operational efficiency of the TACS system.

[0007] In order to solve the above problems in the prior art, the present invention is implemented through the following technical solutions.

[0008] A first aspect of the present invention provides a method for a train passing through a flood control door protection area. The method utilizes an interface between an OC subsystem of a target controller in a TACS system and a flood control door system to achieve information transmission between the two. Specifically, the method includes the following steps: S1. The trackside resource manager WRC of the TACS system monitors and manages the prohibited status of all flood control doors in the area, and forms a protection area source list based on the prohibited status of these flood control doors; S2. The train's onboard controller CC periodically sends resource requests to the WRC based on the train's current operating mission to obtain the prohibition status information of the anti-flood door ahead of it; S3. After receiving the request from CC, WRC periodically sends the prohibition status information of the anti-flooding door ahead of the train to CC; S4. WRC confirms that CC has received the flood control door prohibition status information and activates the source list of the corresponding flood control door prohibition state protection area; S5. Based on the flood door prohibition status information and activated protection area provided by the WRC, the TACS system sends a command to the train's onboard controller CC prohibiting the train from passing through the flood door protection area in the prohibition state; S6. The automatic train monitoring system (ATS) and the flood door control room jointly confirm the flood door status. When the flood door status is confirmed to be normal and locked, the ATS sends a message "confirming the flood door status is normal and locked" to the WRC. S7. The WRC receives the information "confirmed that the anti-flood door is in normal status and locked" from the train automatic monitoring system ATS, and sends the instruction authorizing the train to pass through the anti-flood door protection area to the train's on-board controller CC.

[0009] Further preferably, the automatic train monitoring system ATS and the flood door control room jointly confirm the flood door status, specifically means that the dispatcher of the automatic train monitoring system ATS and the staff of the flood door control room jointly confirm the flood door status.

[0010] Further preferably, the protection area of ​​the anti-flood door is centered on the door axis of the anti-flood door, with the door leaf of the anti-flood door as the radius, and the door leaf opening range to the left and right sides + the maximum approachable distance of the entire line.

[0011] More preferably, the prohibited state includes a closed, incompletely opened and / or locked state.

[0012] Further preferably, when the prohibited state of the flood-proof door ahead of the train is fully open and the locked state is lost, the method for the train to pass through the protection area of ​​the flood-proof door is specifically as follows: The WRC continuously monitors the prohibited status of all flood control doors in its area. When it detects that the prohibited status of a flood control door is fully open and the locked status is lost, it calculates the protection area of ​​the flood control door and adds it to the source list; The train's onboard controller CC sends a request for relevant resources from the current position to the set target position to the WRC according to the task assigned by the ATS; The WRC periodically sends the activation status of the flood door protection area that is fully opened and has lost its locked state to the CC; Because the WRC did not authorize the CC to fully open the flood door and lose the protection zone resource of the locked state, the train stopped in front of the flood door. After the automatic train monitoring system (ATS) and the flood door control room jointly confirmed that the flood door was in normal and locked state, the ATS sent the "confirmation that the flood door is in normal and locked state" message to the WRC. After the WRC receives the information from the automatic train monitoring system ATS that "the flood control door is confirmed to be in normal status and locked", it lifts the restrictions on the flood control door protection area and sends an instruction to the CC authorizing the train to use this resource; after receiving the authorization instruction, the CC switches the train to manual driving mode and passes through the flood control door protection area according to the set speed limit requirements.

[0013] More preferably, the set speed limit requirement is 25 km / h.

[0014] More preferably, only the anti-flood door in front of the train is fully opened and the locked state is lost, which will affect the train. When the anti-flood door behind the train is fully opened and the locked state is lost, it will not affect the train.

[0015] Further preferably, when the prohibited state of the anti-flood door behind the train is fully opened and the locked state is lost, the method for the train to pass through the anti-flood door protection area is specifically as follows: The WRC calculates the protection areas of all flood doors in its area. For flood doors that are fully open and have lost their locking status behind the train, the protection area of ​​the flood doors is calculated and added to the source list. The train's onboard controller CC sends a request for relevant resources from the current position to the set target position to the WRC according to the task assigned by the ATS; The WRC periodically sends the activation status of the flood door protection area that is fully opened and has lost its locked state to the CC; The rear of the train has passed the area protected by the flood gate. The CC of the train releases the trackside resources in the area protected by the flood gate without affecting the continued operation of the train. The WRC periodically sends the status of the anti-flood door ahead of the train to the CC. The CC applies for the anti-flood door resource ahead of the train, and the train runs normally through the anti-flood door ahead of it.

[0016] A second aspect of the present invention provides a device for inspecting a train passing through a flood-proof door protection area, the device comprising: The flood gate prohibited state protection area source list forming module is used by WRC to form the flood gate protection area source list in the area; The anti-flood door status application and receiving module is used for the train onboard controller CC to periodically apply for and receive the anti-flood door status from the corresponding WRC; The anti-flood door prohibition status sending module is used by the WRC to periodically send the anti-flood door prohibition status information to the CC; The flood door status confirmation module is used by the ATS dispatcher and the staff in the flood door control room to confirm that the flood door is actually in normal and locked state, and then perform the "confirm that the flood door is in normal and locked state" operation on the ATS interface; The authorization module is used for WRC to authorize CC to use the resources in the area protected by the flood control door when WRC receives the information of "confirming that the flood control door is in normal status and locked" from ATS.

[0017] Further preferably, the setting conditions in the authorization module include: Condition 1: The protection area of ​​the flood control gate is occupied by only the current train and there are no hostile resources. Condition 2: No other trains pass through the protection area of ​​the flood gate, and there is no risk of side impact; Condition 3: The flood control door is fully opened and the locked state is lost. It is confirmed that the position is located in front of the train passing.

[0018] A third aspect of the present invention provides an electronic device comprising a memory and a processor, wherein the memory stores a computer program, and when the processor executes the program, the method for a train passing through a flood-proof door protection area as described in the first aspect above is implemented.

[0019] A fourth aspect of the present invention provides a computer-readable medium having a computer program stored thereon, which, when executed by a processor, implements the method for a train passing through a flood-proof door protection area as described in the first aspect.

[0020] Compared with the prior art, the beneficial technical effects brought about by the present invention are as follows: 1. The technical solution of the present invention can reduce the scope of risk impact and improve operational flexibility. Traditional CBTC relies on signals and sections to establish protection areas. Once the anti-flood door appears to be "fully open and the locking state is lost", the emergency stop area consistent with the anti-flood door needs to be activated, which may cause emergency braking of trains on the entire line or in a large section, or even suspension of operations. The present invention dynamically generates a protection area with anti-flood doors as the smallest unit through WRC, and only restricts trains with abnormal anti-flood doors in front. The rear trains or trains that have not entered the risk area are not affected. For example, when the anti-flood door at the rear of the train loses its lock, the train has released the resources in the area and can continue to operate normally, avoiding the problem of "complete suspension of operations due to one failure" in the traditional system.

[0021] 2. The present invention can simplify operational procedures and reduce manual reliance. In traditional systems, in non-CBTC mode, dispatchers are required to manually confirm the status of flood control doors, and drivers drive according to instructions. Manual confirmation has low reliability and safety, and the operational procedures are cumbersome (such as route processing and signal control). The present invention reduces manual intervention through the automatic coordination of WRC, CC, and ATS in the TACS system (such as WRC automatically activating the protection area source list, CC periodic application status, and one-click confirmation on the ATS interface). For example, when the flood control door is in normal status and locked, the WRC automatically authorizes the train to pass, eliminating the need for manual instructions train by train, significantly improving operational efficiency.

[0022] 3. The solution of the present invention improves the efficient passage capacity of trains in abnormal scenarios. In traditional systems, when the anti-flood door lock is lost, if the route has been established, CBTC trains must stop at the signal, and non-CBTC trains require dispatcher intervention, which can easily cause train congestion and even trigger chain delays. In the solution of the present invention, when the anti-flood door is fully opened and the locking state is lost, the system uses an "automatic stop + manual confirmation + speed limit passage" mechanism. After confirming safety, it allows the train to pass in manual driving mode with a set speed limit (25km / h), avoiding long stops. Compared with the delays that may be caused by traditional systems, this solution can greatly shorten delays and ensure uninterrupted operations in abnormal situations.

[0023] 4. The solution of the present invention provides precise protection and reduces the risk of train collisions. Traditional CBTC systems use signal demarcations to divide protection zones. This can lead to inaccurate emergency braking timing due to errors in train position calculation, posing a risk of collision with floodgates. Non-CBTC trains, lacking train-to-ground communication, cannot determine the activation status of emergency stop zones, posing an even greater safety hazard. The present invention enables dynamic resource management. The WRC updates the protection zone source list in real time based on the actual status of the floodgate (e.g., lock loss). The CC accurately calculates the positional relationship between the train and the protection zone, ensuring that the train stops precisely in front of a floodgate that has lost its lock, avoiding crossing the boundary. The present invention also provides dual security measures, combining manual confirmation (verification between the ATS dispatcher and the floodgate control room) with system self-protection (WRC authorization mechanism) to ensure that the actual status of the floodgate is consistent with system instructions, thereby reducing the risk of collisions.

[0024] 5. This invention adapts to the new TACS architecture and improves linkage capabilities. Traditional CBTC systems are centered around the trackside interlocking subsystem, resulting in long interaction cycles between trains and area controllers and low system linkage capabilities. Failures can easily cause widespread impact. This invention leverages the TACS system's "train-centric" architecture, enabling direct communication between subsystems such as the WRC, CC, and ATS (for example, the WRC periodically transmits flood door status to the CC). This shortens the data transmission path, significantly reduces linkage response time, and improves overall system availability.

[0025] 6. The present invention can reduce operation and maintenance costs and support full life cycle optimization. The traditional CBTC system has a complex protection area processing system, and troubleshooting requires manual intervention in multiple links, resulting in high operation and maintenance costs. Manual confirmation in non-CBTC mode increases manpower input. The present invention can realize automated monitoring. WRC automatically generates a protection area source list and updates it in real time. The system can trace the status changes of flood control doors through logs, reducing the workload of manual inspections and greatly reducing operation and maintenance costs. The present invention supports full life cycle design. The TACS system supports dynamic adjustment of transportation capacity according to passenger flow. The efficient processing mechanism for flood control door abnormalities can reduce equipment idle losses and extend the service life of the system.

[0026] 7. In urban rail transit scenarios, in weather conditions such as heavy rain that can easily cause flood door failures, the technical solution of the present invention can ensure uninterrupted operation of subway lines and avoid paralysis of city-wide traffic due to single-point failures. For example, after the application of the technology on a certain city subway line, delays related to flood doors were greatly reduced. By reducing downtime losses and operation and maintenance costs, losses caused by flood door failures can be saved every year. As an innovative application of the TACS system in flood door protection scenarios, the present invention provides key technical support for the promotion of the fourth-generation signal system, and promotes the development of rail transit signal systems in a safer and more efficient direction. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 This is a schematic diagram of the connection structure between the TACS system and the flood control door system; Figure 2 Schematic diagram of the interaction structure between the TACS system, trains, and flood prevention doors; Figure 3 This is a flow chart of a method for a train to pass through a flood-proof door protection area according to the present invention; Figure 4 Schematic diagram of a process in which a train passes through a fully opened anti-flood door with its locking state lost in front of it according to an embodiment of the present invention; Figure 5 Schematic diagram of the process of the flood prevention door being fully opened and the locked state lost after the train runs in an embodiment of the present invention; Figure 6 This is a schematic structural diagram of a device for a train passing through a flood-proof door protection area according to the present invention; Reference numerals: 100, flood control door prohibited state protection area source list forming module, 200, flood control door state application receiving module, 300, flood control door prohibited state sending module, 400, flood control door state confirmation module, 500, authorization module. DETAILED DESCRIPTION

[0028] The following is a detailed description of the technical implementation details of each embodiment of the present invention in conjunction with the accompanying drawings. It should be noted that the implementation methods covered in this specification are only exemplary and do not constitute a limitation on the scope of protection of the claims; any implementation methods based on the embodiments of the present disclosure, obtained through equivalent replacement, technical extension or conventional experimental means within the framework of the technical concept of the present invention, should be deemed to fall within the scope of protection of the claims of the present invention.

[0029] The topological relationship and dimensional ratio between the technical features shown in the accompanying drawings have a strict correspondence, and reasonable changes in their design parameters should not be interpreted as departing from the essential content of the present invention.

[0030] It should be pointed out in particular that any adaptive adjustments made to the embodiments by those skilled in the art based on a full understanding of the technical solutions defined in the claims and in combination with the existing technical knowledge system shall fall within the scope of protection of the present invention as long as they do not exceed the scope of the technical inspiration disclosed in the description, drawings and claims of the present invention.

[0031] Example 1 As a preferred embodiment of the present invention, this embodiment proposes a method for trains passing through flood-proof door protection zones. This method establishes a minimum unit of protection within the flood-proof door area. This protection zone is centered on the flood-proof door axis, with the flood-proof door leaf as its radius, and the leaf opening range to the left and right plus the maximum approach distance along the entire line. This method breaks away from the traditional signaling system, which uses signals and sections to establish protection zones. This method reduces unnecessary emergency braking when trains pass through flood-proof door areas, further improving the safety and operational efficiency of the TACS system.

[0032] As the instruction manual Figure 1 and attached Figure 2 As shown, the interface between the TACS system and the flood control door system is located at the terminal block in the equipment control room of the flood control door system. The interface between the OC subsystem in the TACS system and the flood control door system is used to realize the information transmission between the two. The TACS system mainly includes the trackside resource manager WRC, the trackside train controller WTC, the train automatic monitoring system ATS, the onboard controller CC, and the target controller OC. Among them, WRC is mainly responsible for the dynamic allocation of trackside resources, and WTC mainly takes over the train downgrade operation when CC fails, and centrally manages temporary speed limits, etc.; the ATS subsystem mainly realizes train tracking display, line equipment monitoring, operation scheduling, etc.; CC is mainly responsible for requesting and releasing line resources according to the plan, automatically calculating movement authorization and performing automatic train control; OC, as the trackside equipment execution unit, receives instructions from WRC to control the trackside equipment.

[0033] As the instruction manual Figure 3 As shown, this embodiment provides a method for a train to pass through a flood-proof door protection area, the method comprising the following steps: S1. WRC forms a protection area source list for all flood control door prohibition states (closed / fully open / locked state lost, etc.) in the area; S2. CC periodically requests and receives the status of the flood control gate in front of the operation from WRC according to the current operation task; S3. WRC periodically sends the flood control gate prohibition status to CC; S4, WRC activates the source list of the protection area corresponding to the prohibited state of the flood control door; S5. The TACS system prohibits CC from passing through the flood gate protection area in the prohibited state; S6. The ATS dispatcher and the staff in the flood control room confirm that the flood control door is in normal condition and locked; S7. WRC receives the information from ATS that "the anti-flood door is confirmed to be in normal status and locked", and authorizes CC to pass through the area protected by the anti-flood door.

[0034] This embodiment aims to ensure that trains can pass safely when the flood control doors are in normal state and to prevent trains from mistakenly entering when the flood control doors are in the prohibited state. This is mainly achieved through the coordinated work of the subsystems in the TACS system. Specifically: The trackside resource manager (WRC) of the S1 and TACS systems monitors and manages the prohibited status of all flood control doors in the area. It generates a protection area source list based on the prohibited status of these flood control doors. This is equivalent to establishing a list that records the prohibited status of flood control doors and related protection area information, providing basic data for subsequent protection and control. S2. The train's onboard controller CC periodically sends requests to the WRC based on its current operating tasks to obtain the status information of the flood control door ahead of it. This is to allow the train to understand the status of the flood control door ahead in real time so that it can make appropriate operating decisions; After receiving CC's request, S3 and WRC periodically send CC the prohibited status of the flood control door. Through this information exchange, the train can timely know whether the flood control door ahead is in the prohibited state, providing a basis for its own operation control. S4. When the WRC completes sending the flood door status information, it will activate the source list of the corresponding flood door prohibited state protection area. This means that once the flood door is in the prohibited state, the relevant protection mechanism will be activated and subsequent trains will be restricted by the protection area; S5. Based on the flood door status information and activated protection areas provided by the WRC, the TACS system sends a command to the train's onboard controller CC prohibiting passage through the prohibited flood door protection area. This is a safety precaution to ensure that trains cannot force their way through the prohibited flood door, thus ensuring safe train operation. S6. The ATS dispatcher communicates with the flood control door control room staff to confirm that the flood control door is in normal condition and locked. This step is a manual confirmation step. Through mutual confirmation, the actual status of the flood control door meets the train passage requirements, avoiding the train from passing through a faulty flood control door due to system misjudgment or other reasons. S7. After receiving the "Confirmed Flood Door Status is Normal and Locked" message from the ATS, the WRC sends a command to the train's onboard controller CC authorizing the train to pass through the flood door protection area. The train now has permission to safely pass through the flood door protection area and continue its mission.

[0035] Example 2 As another preferred embodiment of the present invention, this embodiment further supplements and elaborates on the technical solution of the present invention based on the above-mentioned embodiment 1. In this embodiment, when the anti-flooding door ahead of the train is in the fully open state and the locked state is lost, the method for the train to pass through the protection area of ​​the anti-flooding door is as follows: The WRC continuously monitors the prohibited status of all flood doors within its area. When a flood door is detected as fully open and has lost its locked status, it calculates the protected area of ​​that door and adds it to the source list. The train's onboard controller (CC), based on the task assigned by the ATS, sends a resource request from its current location to the set target location to the WRC. The WRC periodically sends the activation status of the protected area of ​​the flood door that is fully open and has lost its locked status to the CC. Because the WRC has not authorized the CC to use the protected area resource for the flood door that is fully open and has lost its locked status, the train stops in front of the flood door. After the ATS and the flood door control room jointly confirm that the flood door is normal and locked, the ATS sends a "Confirmed flood door status is normal and locked" message to the WRC. Upon receiving this "Confirmed flood door status is normal and locked" message from the ATS, the WRC removes restrictions on the flood door protected area and sends a command to the CC authorizing the train to use the resource. After receiving the authorization command, the CC switches the train to manual driving mode and passes through the protected area of ​​the flood door according to the set speed limit.

[0036] As attached Figure 4 As shown in the figure, FG2 is a flood-proof door in front of the train that is fully open and has lost its locking state. The protection mode for the train passing through FG2 is: 1) WRC calculates the protection zones of all flood gates within its range. The protection zone of FG2 is ProtectionZone_FG2 and is included in the source list. 2) CC sends a request to WRC for related resources from its current location to Station B according to the task assigned by ATS; 3) The WRC periodically sends the ProtectionZone_FG2 activation status to the CC; 4) Since resources ahead cannot be requested, the train stops in front of FG2; 5) After the ATS dispatcher and the staff in the flood control room confirm that the flood control door is in normal and locked state, they will perform the "Confirm that the flood control door is in normal and locked state" operation on the ATS interface; 6) WRC receives the ATS message "confirming the flood control door is in normal status and locked", authorizing CC to use the resources in the flood control door protection area; 7) The train switches to manual driving mode and passes through the flood gate protection area at a speed limit of 25km / h.

[0037] Only the full opening of the anti-flood door in front of the train and the loss of the locked state will affect the train. The full opening of the anti-flood door behind the train and the loss of the locked state will not affect the train.

[0038] When the prohibition state of the flood-proof door behind the train is fully open and the locking state is lost, the method for the train to pass through the flood-proof door protection area is as follows: WRC calculates the protection area of ​​all flood-proof doors in its area, and for the flood-proof door that is fully open and has lost its locking state behind the train, calculates the flood-proof door protection area and adds it to the source list; the train's on-board controller CC sends a relevant resource application request from the current position to the set target position to the WRC according to the task assigned by the ATS; WRC periodically sends the activation status of the flood-proof door protection area that is fully open and has lost its locking state to CC; the tail of the train has passed the flood-proof door protection area, and the train's CC releases the trackside resources in the flood-proof door protection area without affecting the continued operation of the train; WRC periodically sends the flood-proof door status in front of the train to CC, CC applies for the flood-proof door resources in front of the train, and the train passes through the flood-proof door in front of it normally.

[0039] Specifically, the anti-flood door behind the train is fully opened and the locking state is lost. The train passes through the anti-flood door area, as shown in the following Figure 5 As shown: 1) WRC calculates the protection zones of all flood gates within the scope, and includes the protection zone of FG1 as ProtectionZone_FG1 in the source list; 2) CC sends a request to WRC for related resources from its current location to Station B according to the task assigned by ATS; 3) WRC periodically sends the FG1 prohibition status to CC; 4) CC periodically receives FG1 disable status from WRC; 5) Because the rear of the train has just passed through the FG1 protection zone ProtectionZone_FG1, the CC has released the trackside resources in the FG1 protection zone, so the train's continued operation is not affected; 6) The WRC periodically sends the ProtectionZone_FG2 inactive status to the CC; 7) Since resources can be applied for in front, the train passes through the FG2 protection area normally.

[0040] Example 3 As another preferred embodiment of the present invention, this embodiment further supplements and elaborates on the technical solution of the present invention based on the above embodiment 1 or embodiment 2. In this embodiment, based on the method of the train passing through the anti-flooding door protection area described in the above embodiment 1 or embodiment 2, a device for implementing the method is provided. For details, refer to the attached manual. Figure 6 As shown, this embodiment provides a device for inspecting a train passing through a flood-proof door protection area, the device comprising: The flood gate prohibited state protection area source list forming module 100 is used by the WRC to form a flood gate protection area source list in the area; The anti-flood door status application receiving module 200 is used for the train onboard controller CC to periodically apply for and receive the anti-flood door status from the corresponding WRC; The anti-flood door prohibition state sending module 300 is used for the WRC to periodically send the anti-flood door prohibition state information to the CC; The flood door status confirmation module 400 is used for the ATS dispatcher and the staff of the flood door control room to confirm that the flood door is actually in a normal state and locked, and then to perform the "confirm that the flood door is in a normal state and locked" operation on the ATS interface; The authorization module 500 is used for the WRC to authorize the CC to use the resources in the area protected by the flood control door when the WRC receives the "confirmation that the flood control door is in normal state and locked" information from the ATS.

[0041] The protection area of ​​each flood control door is centered on the door axis, with the door opening as the radius, and the door opening range on both sides plus the maximum approach distance Max_Approach_Distance for the entire line.

[0042] The setting conditions in the authorization module 500 include: Condition 1: The flood control gate has only the current train requesting it within its protection range, and no hostile resources exist. Condition 2: No other trains pass through the protection range of the flood control door, and there is no risk of side impact; Condition 3: The flood control door is fully opened and the locked state is lost. It is confirmed that the position is located in front of the train passing.

[0043] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the described module can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0044] Example 4 As another preferred embodiment of the present invention, this embodiment provides an electronic device including a central processing unit (CPU) that can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). Various programs and data required for device operation can also be stored in the RAM. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0045] Many components in a device are connected to the I / O interface, including: input units, such as a keyboard and mouse; output units, such as various types of displays and speakers; storage units, such as magnetic disks and optical disks; and communication units, such as network cards, modems, and wireless communication transceivers. The communication unit allows the device to exchange information / data with other devices over computer networks such as the Internet and / or various telecommunication networks.

[0046] The processing unit performs the various methods and processes described above, such as methods S1 to S7. For example, in some embodiments, methods S1 to S7 may be implemented as a computer software program that is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed onto the device via a ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of methods S1 to S7 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to perform methods S1 to S7 by any other appropriate means (e.g., by means of firmware).

[0047] The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip (SOCs), complex programmable logic devices (CPLDs), and the like.

[0048] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. Such program code can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device so that when the program code is executed by the processor or controller, the functions / operations specified in the flow chart and / or block diagram are implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0049] Example 5 As another preferred embodiment of the present invention, this embodiment provides a computer-readable medium having a computer program stored thereon. When executed by a processor, the program implements the method for a train passing through a flood-proof door protection area described in Example 1 or Example 2. A computer-readable storage medium may be a tangible medium that may contain or store a program for use by, or in conjunction with, an instruction execution system, apparatus, or device. The computer-readable medium may be a machine-readable signal medium or a computer-readable storage medium. Computer-readable media may include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any suitable combination of the foregoing. More specific examples of computer-readable storage media include electrical connections based on one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, a compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0050] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A method for a train passing through a flood-proof door protection area, characterized by: The method utilizes the interface between the target controller OC subsystem and the flood control door system in the TACS system to realize information transmission between the two. Specifically, the method includes the following steps: S1. The trackside resource manager WRC of the TACS system monitors and manages the prohibited status of all flood control doors in the area, and forms a protection area source list based on the prohibited status of these flood control doors; S2. The train's onboard controller CC periodically sends resource requests to the WRC based on the train's current operating mission to obtain the prohibition status information of the anti-flood door ahead of it; S3. After receiving the request from CC, WRC periodically sends the prohibition status information of the anti-flooding door ahead of the train to CC; S4. WRC confirms that CC has received the flood control door prohibition status information and activates the source list of the corresponding flood control door prohibition state protection area; S5. Based on the flood door prohibition status information and activated protection area provided by the WRC, the TACS system sends a command to the train's onboard controller CC prohibiting the train from passing through the flood door protection area in the prohibition state; S6. The automatic train monitoring system (ATS) and the flood door control room jointly confirm the flood door status. When the flood door is confirmed to be normal and locked, the ATS sends a message "Confirmed flood door status is normal and locked" to the WRC. S7. The WRC receives the information "confirmed that the anti-flood door is in normal status and locked" from the automatic train monitoring system ATS, and sends the instruction authorizing the train to pass through the anti-flood door protection area to the train's on-board controller CC.

2. The method for a train passing through a flood-proof door protection area according to claim 1, characterized in that: The automatic train monitoring system ATS and the flood control room jointly confirm the state of the flood control door, specifically refers to the dispatcher of the automatic train monitoring system ATS and the staff of the flood control room jointly confirming the state of the flood control door.

3. The method for a train passing through a flood-proof door protection area according to claim 1, characterized in that: The scope of the flood-proof door protection area is centered on the flood-proof door axis, with the flood-proof door leaf as the radius, and the leaf opening range to the left and right sides + the maximum approachable distance of the entire line.

4. A method for a train passing through a flood-proof door protection area according to any one of claims 1 to 3, characterized in that: When the prohibited state of the flood control door ahead of the train is fully open and the locked state is lost, the method for the train to pass through the protection area of ​​the flood control door is as follows: The WRC continuously monitors the prohibited status of all flood control doors in its area. When it detects that the prohibited status of a flood control door is fully open and the locked status is lost, it calculates the protection area of ​​the flood control door and adds it to the source list; The train's onboard controller CC sends a request for relevant resources from the current position to the set target position to the WRC according to the task assigned by the ATS; The WRC periodically sends the activation status of the flood door protection area that is fully opened and has lost its locked state to the CC; Because the WRC did not authorize the CC to fully open the flood door and lose the protection zone resource for the locked state, the train stopped in front of the flood door. After the automatic train monitoring system (ATS) and the flood door control room jointly confirmed that the flood door was normal and locked, the ATS sent a "confirmed flood door status is normal and locked" message to the WRC. After receiving the "flood door status confirmed to be normal and locked" message from the automatic train monitoring system (ATS), the WRC removes restrictions on the flood door's protection area and sends a command to the CC authorizing the train to use this resource. Upon receiving the authorization, the CC switches the train to manual driving mode and passes through the flood door's protection area according to the set speed limit.

5. A method for a train to pass through a flood-proof door protection area according to any one of claims 1 to 3, characterized in that: The train will only be affected when the anti-flood door in front of the train is fully open and the locking state is lost. The train will not be affected when the anti-flood door behind the train is fully open and the locking state is lost.

6. The method for a train passing through a flood-proof door protection area according to claim 5, characterized in that: When the anti-flood door prohibition state behind the train is fully open and the locking state is lost, the method for the train to pass through the anti-flood door protection area is as follows: The WRC calculates the protection areas of all flood doors in its area. For flood doors that are fully open and have lost their locking status behind the train, the protection area of ​​the flood doors is calculated and added to the source list. The train's onboard controller CC sends a request for relevant resources from the current position to the set target position to the WRC according to the task assigned by the ATS; The WRC periodically sends the activation status of the flood door protection area that is fully opened and has lost its locked state to the CC; The rear of the train has passed the area protected by the flood gate. The CC of the train releases the trackside resources in the area protected by the flood gate without affecting the continued operation of the train. The WRC periodically sends the status of the anti-flood door ahead of the train to the CC. The CC applies for the anti-flood door resource ahead of the train, and the train runs normally through the anti-flood door ahead of it.

7. A device for inspecting trains passing through flood-proof door protection areas, characterized by: The device includes: The flood gate prohibited state protection area source list forming module is used by WRC to form the flood gate protection area source list in the area; The anti-flood door status application and receiving module is used for the train onboard controller CC to periodically apply for and receive the anti-flood door status from the corresponding WRC; The anti-flood door prohibition status sending module is used by the WRC to periodically send the anti-flood door prohibition status information to the CC; The flood door status confirmation module is used by the ATS dispatcher and the staff in the flood door control room to confirm that the flood door is actually in normal and locked state, and then perform the "confirm flood door status is normal and locked" operation on the ATS interface; The authorization module is used for WRC to authorize CC to use the resources in the area protected by the flood control door when WRC receives the "confirmation that the flood control door is in normal status and locked" information from ATS.

8. The device for inspecting a train passing through a flood-proof door protection area according to claim 7, characterized in that: The setting conditions in the authorization module include: Condition 1: The protection area of ​​the flood control gate is occupied by only the current train and there are no hostile resources. Condition 2: No other trains pass through the protection area of ​​the flood gate, and there is no risk of side impact; Condition 3: The flood control door is fully opened and the locked state is lost. It is confirmed that the position is located in front of the train passing.

9. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the program, the method for a train passing through a flood-proof door protection area as described in any one of claims 1 to 6 is implemented.

10. A computer-readable medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method for a train passing through a flood-proof door protection area as described in any one of claims 1 to 6 is implemented.

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