A method, apparatus, device and medium for a train to pass through a floodgate protection area

Abstract

The application discloses a method, device and equipment for protecting a train passing through a flood gate protection area and a storage medium, and relates to the technical field of rail transit signal systems. The application utilizes an interface between a target controller OC subsystem in a TACS system and a flood gate system to realize the transmission of information of both; the application establishes a minimum unit protection area in the flood gate area, a WRC acquires a source list of the protection area, a CC periodically applies to and receives the flood gate state in front of a train running from the WRC, the WRC activates the source list of the protection area in the forbidden state, the TACS system prohibits the CC from passing through, and after the ATS dispatcher and the flood gate control room staff confirm that the flood gate state is normal and is locked, the WRC authorizes the CC to pass through the flood gate protection area. The application gets rid of the mode of establishing a protection area through a signal machine and a section in a traditional signal system, reduces unnecessary emergency braking when a train passes through the flood gate area, and further improves the safety and operation efficiency of the TACS system.

Description

Technical Field

[0001] This invention relates to the field of rail transit signaling system technology, and more specifically to a method, apparatus, equipment and medium for a train to pass through a flood-proof gate protected area. Background Technology

[0002] Currently, the CBTC signaling system mainly relies on the trackside interlocking subsystem and periodically interacts with the train and the area controller to ensure train operation. Taking the CBTC signaling system as an example, in a floodgate protection scenario: if a floodgate is fully open and its locked state is lost, and a relevant route has not been established, routes originating from the floodgate protection signal or signals within the floodgate area are prohibited. Simultaneously, an emergency stop zone will be activated, its area coinciding with the floodgate protection zone. If a relevant route has been established and the signal is open, after the floodgate is fully open and its locked state is lost, the floodgate protection signal turns red, and the train stops before the red signal.

[0003] For CBTC trains, if the onboard control (CC) calculates and confirms that the train can stop outside the floodgate protection signal, service braking is applied; otherwise, emergency braking is applied immediately. If the train is within the floodgate emergency stop zone (except in RMF / RMR / ATC bypass driving modes), emergency braking will be initiated immediately. For non-CBTC trains located within the floodgate zone, due to the lack of train-to-ground communication, the activation status of the emergency stop zone cannot be determined, therefore train operation is not restricted. In this case, dispatch personnel need to intervene to confirm the floodgate status, and the driver should strictly follow the signal display and dispatch instructions to ensure the train's safety within the floodgate protection zone.

[0004] The CBTC signaling system, which establishes protected areas based on signals and sections, suffers from the following problems: its operational procedures are relatively outdated, its processes are cumbersome, its impact is wide-ranging, and its system coordination capabilities are low. In the event of a malfunction, operational risks are high, efficiency is low, and large-scale outages are easily caused. Especially in non-CBTC modes, manual intervention is required to ensure operational safety, but manual confirmation is both unreliable and unsafe.

[0005] With the deep integration of new communication technologies and intelligent control theories in urban rail transit, the Train Autonomous Circumambulation System (TACS), as a typical representative of fourth-generation signaling systems, has achieved significant innovations at the system architecture level. This system, centered on the train, eliminates the need for trackside interlocking subsystems, enabling direct communication between trains and shortening the data transmission chain. This system reduces operation and maintenance costs, minimizing overall lifecycle maintenance costs. It can efficiently deploy trains over a wider area based on passenger flow, matching passenger flow with transport capacity and effectively alleviating urban congestion. It also boasts advantages such as easy deployment, greater flexibility, higher efficiency, and enhanced safety, making it an inevitable trend in the future development of urban rail transit signaling systems. Currently, there is no known method for handling situations where floodgates are fully open and their locked state is lost, allowing trains to pass through floodgate-protected areas. Summary of the Invention

[0006] To overcome the defects and shortcomings of the existing technology, the present invention provides a method, apparatus, equipment, and medium for trains passing through a floodgate protection area. The purpose of this invention is to establish a minimum-unit protection area within the floodgate area, eliminating the need for traditional signaling systems (CBTC) to establish protection areas through signals and sections. This reduces unnecessary emergency braking when trains pass through the floodgate area, further improving the safety and operational efficiency of the TACS system.

[0007] To address the problems existing in the prior art, the present invention is achieved through the following technical solution.

[0008] The first aspect of this invention provides a method for a train to pass through a flood-proof gate protection area. This method utilizes the interface between the target controller OC subsystem and the flood-proof gate system in the TACS system to achieve information transmission between the two. Specifically, the method includes the following steps:

[0009] The trackside resource manager (WRC) of the S1 and TACS systems monitors and manages the prohibited status of all floodgates in the area and forms a protected area source list based on these prohibited statuses of floodgates.

[0010] S2. The train's onboard controller (CC) periodically sends resource requests to the WRC based on the train's current operating task to obtain information on the prohibited status of the floodgates ahead of it.

[0011] After receiving the request from CC, S3 and WRC periodically send the information on the prohibited status of the floodgates ahead of the train to CC.

[0012] S4. WRC confirms that CC has received the floodgate prohibition status information and activates the source list of the corresponding floodgate prohibition status protection area.

[0013] Based on the floodgate prohibition status information and activated protection zones provided by the WRC, the S5 and TACS systems send instructions to the train's onboard controller CC to prohibit passage through the floodgate protection zones in the prohibited state.

[0014] S6. The Automatic Train Control System (ATS) and the floodgate control room jointly confirm the status of the floodgate. When it is confirmed that the floodgate is in normal condition and locked, the ATS sends "Confirm floodgate is in normal condition and locked" to the WRC.

[0015] S7 and WRC receive the "Confirm floodgate status is normal and locked" message from the Automatic Train Control System (ATS) and send the instruction to authorize the train to pass through the floodgate protection area to the train's onboard controller (CC).

[0016] More preferably, the confirmation of the floodgate status by the Automatic Train Monitoring System (ATS) and the floodgate control room specifically means that the floodgate status is confirmed jointly by the dispatcher of the ATS and the staff of the floodgate control room.

[0017] More preferably, the protected area of ​​the floodproof door is the range of the door opening to the left and right with the door hinge as the center and the door leaf as the radius, plus the maximum accessible distance along the entire line.

[0018] More preferably, the prohibited state includes closed, not fully open, and / or locked and lost states.

[0019] A further preferred embodiment is that when the floodgate in front of the train is in a fully open prohibited state and the locked state is lost, the specific method for the train to pass through the floodgate's protected area is as follows:

[0020] WRC continuously monitors the prohibited status of all floodgates within its area. When it detects that a floodgate is fully open and its locked status is lost, it calculates the protected area of ​​that floodgate and adds it to the source list.

[0021] The train's onboard controller (CC) sends a resource request from its current location to the set target location to the WRC based on the task assigned by the ATS.

[0022] WRC periodically sends the activation status of floodgate protected areas that are fully open and have lost their locked state to CC.

[0023] Since the WRC did not authorize the CC with the protected area where the floodgate was fully open and the locked state was lost, the train stopped in front of the floodgate; after the Automatic Train Control System (ATS) and the floodgate control room jointly confirmed that the floodgate was in normal and locked state, the ATS sent "Confirmed that the floodgate is in normal and locked state" to the WRC.

[0024] When the WRC receives the "Confirm floodgate status is normal and locked" message from the Automatic Train Control (ATS), it lifts the restriction on the floodgate's protected area and sends an instruction to the CC authorizing the train to use the resource. Upon receiving the authorization instruction, the CC switches the train to manual driving mode and passes through the floodgate's protected area according to the set speed limit.

[0025] More preferably, the set speed limit requirement is 25 km / h.

[0026] Even more preferably, the train will only be affected if the floodgate in front of the train is fully open and lost in the locked state, but will not be affected if the floodgate behind the train is fully open and lost in the locked state.

[0027] A further preferred method is as follows: when the floodgate behind the train is in a fully open prohibited state and the locked state is lost, the train passes through the floodgate protection area as follows:

[0028] WRC calculates the protection zone of all floodgates within its area. For floodgates that are lost after the train has run and are in a fully open and locked state, the protection zone of the floodgate is calculated and added to the source list.

[0029] The train's onboard controller (CC) sends a resource request from its current location to the set target location to the WRC based on the task assigned by the ATS.

[0030] WRC periodically sends the activation status of floodgate protected areas that are fully open and have lost their locked state to CC.

[0031] The rear of the train has passed through the floodgate protection area, and the train's CC releases the trackside resources in the floodgate protection area without affecting the train's continued operation.

[0032] WRC periodically sends the status of the floodgates in front of the train to CC. CC requests the floodgate resources in front of the train, and the train passes through the floodgates in front of it normally.

[0033] A second aspect of the present invention provides an inspection device for trains passing through the protection zone of a floodgate, the device comprising:

[0034] The floodgate prohibited state protection zone source list generation module is used by WRC to generate a floodgate protection zone source list for this area;

[0035] The floodgate status request and receiving module is used by the train's onboard controller (CC) to periodically request and receive the floodgate status from the corresponding WRC.

[0036] The floodgate prohibition status sending module is used by WRC to periodically send floodgate prohibition status information to CC;

[0037] The floodgate status confirmation module is used by ATS dispatchers and floodgate control room staff to confirm that the floodgate is in normal and locked status, and then perform the "confirm floodgate status is normal and locked" operation on the ATS interface.

[0038] The authorization module is used by the WRC to authorize the CC to use the floodgate protected area resources when it receives the ATS "confirms that the floodgate is in normal condition and locked" message.

[0039] More preferably, the settings in the authorized use module include:

[0040] Condition 1: The floodgate is activated within the protected area where only the current train has requested access, and there are no hostile resources.

[0041] Condition 2: No other trains pass through the protected area covered by the floodgate, and there is no risk of side impact.

[0042] Condition 3: The floodgate is fully open and locked, and its location has been confirmed to be ahead of the passing train.

[0043] A third aspect of the present invention provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described in the first aspect for a train to pass through a flood-proof gate protection area.

[0044] 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 described in the first aspect for a train to pass through a flood-proof gate protected area.

[0045] Compared with the prior art, the beneficial technical effects of the present invention are as follows:

[0046] 1. The technical solution of this invention can reduce the scope of risk impact and improve operational flexibility. Traditional CBTC relies on signals and sections to establish protection zones. Once a floodgate is "fully open and its locking state is lost," an emergency stop zone corresponding to the floodgate needs to be activated, which may lead to emergency braking of trains on the entire line or a large section, or even a complete shutdown. This invention dynamically generates protection zones with floodgates as the smallest unit through WRC (Warranty Response Control). It only restricts trains running at floodgates ahead of them that are malfunctioning. Trains behind them or those not in the risk zone are not affected. For example, when a floodgate behind a train loses its locking state, the train can continue to operate normally because it has already released the resources in that zone, avoiding the problem of "one failure causing a complete shutdown" in traditional systems.

[0047] 2. This invention simplifies the operation process and reduces reliance on manual labor. Traditional systems, in non-CBTC mode, require dispatchers to manually confirm the status of floodgates, and drivers must follow instructions. Manual confirmation has low reliability and safety, and the operation process is cumbersome (e.g., route processing, signal control). This invention reduces manual intervention through the automatic coordination of WRC, CC, and ATS in the TACS system (e.g., WRC automatically activates the protected area source list, CC periodically requests status, ATS interface provides one-click confirmation, etc.). For example, after the floodgate is in normal status and locked, WRC automatically authorizes the train to pass, eliminating the need for manual instructions for each train, thus significantly improving operational efficiency.

[0048] 3. The solution of this invention improves the efficient passage capability of trains in abnormal scenarios. In traditional systems, when the floodgate lock is lost, if a 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 cascading delays. In the solution of this invention, when the floodgate is fully open and the lock status is lost, the system uses an "automatic stop + manual confirmation + speed-limited passage" mechanism to allow the train to pass through in a manually driven mode at a set speed limit (25km / h) after confirming safety, avoiding prolonged stops. Compared to the potential delays caused by traditional systems, this solution can significantly shorten delay time and ensure uninterrupted operation in abnormal situations.

[0049] 4. The solution of this invention can provide precise protection and reduce the risk of train collisions. Traditional CBTC systems divide protection zones using signals as boundaries. Errors in train position calculations can lead to improper emergency braking timing, posing a risk of collision with floodgates. Non-CBTC trains, lacking vehicle-to-ground communication, cannot ascertain the activation status of emergency stopping zones, resulting in even greater safety hazards. This invention enables dynamic resource management. The WRC updates the protection zone source list in real time based on the actual status of the floodgates (e.g., lost lock), and uses CC to accurately calculate the positional relationship between the train and the protection zone, ensuring that the train stops precisely in front of floodgates with lost locks, avoiding boundary violations. This invention also features dual safety guarantees: a combination of manual confirmation (ATS dispatcher and floodgate control room verification) and system self-protection (WRC authorization mechanism) ensures that the actual status of the floodgates matches the system commands, thereby reducing the risk of collisions.

[0050] 5. This invention is adapted to the new TACS architecture, enhancing linkage capabilities. Traditional CBTC systems are centered on the trackside interlocking subsystem, resulting in long interaction cycles between trains and area controllers, low system linkage capabilities, and a high risk of widespread impact from malfunctions. This invention, based on the train-centric architecture of the TACS system, allows direct communication between subsystems such as WRC, CC, and ATS (e.g., WRC periodically sending floodgate status messages to CC), shortening data transmission paths, significantly reducing linkage response time, and improving overall system availability.

[0051] 6. This invention reduces operation and maintenance costs and supports full lifecycle optimization. Traditional CBTC systems have complex protection zone processing methods, requiring manual intervention in multiple stages for fault diagnosis, resulting in high operation and maintenance costs; manual confirmation in non-CBTC modes increases manpower input. This invention enables automated monitoring, with WRC automatically generating and updating the protection zone source list in real time. The system can track changes in floodgate status through logs, reducing manual inspection workload and significantly lowering operation and maintenance costs. This invention supports full lifecycle design; the TACS system supports dynamic capacity adjustment based on passenger flow, and the efficient handling mechanism for floodgate malfunctions reduces equipment idle wear and extends system lifespan.

[0052] 7. In urban rail transit scenarios, during weather events such as heavy rain that easily trigger floodgate malfunctions, the technical solution of this invention can ensure uninterrupted operation of subway lines, avoiding city-wide traffic paralysis due to a single point of failure. For example, after its application on a subway line in a certain city, delays related to floodgate malfunctions have been significantly reduced. By reducing downtime losses and maintenance costs, annual losses due to floodgate malfunctions can be saved. As an innovative application of the TACS system in floodgate protection scenarios, this invention provides key technical support for the promotion of fourth-generation signaling systems, driving the development of rail transit signaling systems towards a safer and more efficient direction. Attached Figure Description

[0053] Figure 1This is a schematic diagram of the connection structure between the TACS system and the floodgate system;

[0054] Figure 2 A schematic diagram of the interaction structure between the TACS system and the train and floodgates;

[0055] Figure 3 This is a flowchart of the method for a train to pass through the flood-proof gate protection area according to the present invention;

[0056] Figure 4 This is a schematic diagram illustrating the process of a train passing through a floodgate that is fully open and has lost its locked state in an embodiment of the present invention.

[0057] Figure 5 This is a schematic diagram of the process of the floodproof door being fully opened and lost from its locked state after the train has started running, as described in an embodiment of the present invention.

[0058] Figure 6 This is a schematic diagram of the structure of the device for the train to pass through the floodgate protection area according to the present invention;

[0059] Attached reference numerals: 100, Floodproof door prohibited status protection area source list formation module; 200, Floodproof door status application receiving module; 300, Floodproof door prohibited status sending module; 400, Floodproof door status confirmation module; 500, Authorized use module. Detailed Implementation

[0060] The technical implementation details of various embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that the embodiments covered in this specification are merely illustrative and do not constitute a limitation on the scope of protection of the claims; any implementation based on the embodiments disclosed herein, obtained within the framework of the inventive concept through equivalent substitution, technical extension, or conventional experimental means, should be considered to fall within the scope of protection of the claims of the present invention.

[0061] The topological relationships and dimensional proportions between the technical features shown in the attached figures have a strict correspondence, and reasonable changes to their design parameters should not be interpreted as departing from the essential content of the present invention.

[0062] It should be specifically pointed out 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 conjunction with the existing technical knowledge system, as long as they do not exceed the scope of the technical teachings disclosed in the specification, drawings and claims of this invention, shall fall within the protection scope of this invention.

[0063] Example 1

[0064] As a preferred embodiment of the present invention, this embodiment proposes a method for trains to pass through a floodgate protection zone. This embodiment establishes a minimum unit protection zone within the floodgate area. This protection zone is centered on the floodgate hinge, with the floodgate leaf as its radius, extending to the left and right sides of the opening range plus the maximum accessible distance along the entire line. This method eliminates the need for traditional signaling systems that establish protection zones through signals and sections, reducing unnecessary emergency braking when trains pass through the floodgate area and further improving the safety and operational efficiency of the TACS system.

[0065] As per the instruction manual Figure 1 and attached Figure 2 As shown, the interface between the TACS system and the floodgate system is located at the terminal block in the floodgate system's equipment control room. Information is transmitted between the TACS system and the floodgate system via the interface between the OC subsystem and the floodgate system. The TACS system mainly includes the Trackside Resource Manager (WRC), Trackside Train Controller (WTC), Automatic Train Monitoring System (ATS), Onboard Controller (CC), and Target Controller (OC). The WRC is primarily responsible for the dynamic allocation of trackside resources; the WTC takes over degraded train operation when the CC fails, and also centrally manages temporary speed limits; the ATS subsystem mainly implements train tracking display, track equipment monitoring, and operation scheduling; the CC is mainly responsible for requesting and releasing track resources according to the plan, automatically calculating movement authorizations, and performing automatic train control; the OC, as the trackside equipment execution unit, receives instructions from the WRC to control the trackside equipment.

[0066] As per 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 including the following steps:

[0067] S1. WRC generates a list of protected area sources for all floodgates in the area that are in prohibited states (closed / fully open / lost from being locked, etc.);

[0068] S2 and CC periodically request and receive the status of the floodgates ahead of the operation from the WRC based on the current operational tasks;

[0069] S3 and WRC will periodically send the floodgate prohibition status to CC;

[0070] S4, WRC activates the source list for the corresponding flood-proof door prohibited state protection zone;

[0071] S5 and TACS systems prohibit CC from passing through the floodgate protection area, which is in a prohibited state.

[0072] S6. The ATS dispatcher and the staff in the floodgate control room confirm that the floodgate is in normal condition and lock it.

[0073] S7 and WRC receive the ATS message "Confirm floodgate status is normal and locked", authorizing CC to pass through the floodgate protected area.

[0074] This embodiment aims to ensure the safe passage of trains when the floodgates are in a normal state, and to prevent trains from accidentally entering when the floodgates are closed. This is mainly achieved through the coordinated operation of various subsystems within the TACS system. Specifically:

[0075] The trackside resource manager (WRC) of the S1 and TACS systems monitors and manages the prohibited status of all floodgates in the area. It forms a protected area source list based on these prohibited statuses of floodgates, which is equivalent to creating a list that records the prohibited status of floodgates and related protected area information, providing basic data for subsequent protection and control.

[0076] S2. The train's onboard controller (CC) periodically sends requests to the WRC (Wide Control Controller) to obtain the status information of the floodgates ahead, based on its current operational tasks. This is to allow the train to understand the status of the floodgates ahead in real time so that it can make corresponding operational decisions.

[0077] After receiving a request from the CC, the S3 and WRC will periodically send the prohibited status of the floodgates to the CC. Through this information exchange, the train can promptly know whether the floodgates ahead are in a prohibited state, providing a basis for its own operation control;

[0078] While transmitting the floodgate status information, S4 and WRC will activate the source list of the corresponding floodgate prohibited state protection zone. This means that once the floodgate is in a prohibited state, the relevant protection mechanism will be activated, and subsequent trains will be restricted by that protection zone.

[0079] Based on the floodgate status information and activated protection zones provided by the WRC, the S5 and TACS systems send a command to the train's onboard controller (CC) prohibiting passage through the floodgate protection zones that are currently in a prohibited state. This is a safety measure to ensure that trains do not attempt to pass through floodgates when passage is prohibited, thus guaranteeing train operation safety.

[0080] S6. The dispatcher of the Automatic Train Supervision (ATS) system communicates with the staff in the floodgate control room to confirm that the floodgate is in normal condition and locked. This step is a manual intervention confirmation process. Through mutual confirmation, it is ensured that the actual condition of the floodgate meets the requirements for train passage, and to avoid trains risking passing through malfunctioning floodgates due to system misjudgment or other reasons.

[0081] After receiving the "Confirm floodgate status is normal and locked" message from ATS, S7 and WRC will send an instruction to the train's onboard controller CC authorizing the train to pass through the floodgate protection area. At this point, the train obtains passage permission and can safely pass through the floodgate protection area to continue its operation.

[0082] Example 2

[0083] 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. In this embodiment, when the floodgate in front of the train is in a fully open prohibited state and the locked state is lost, the method for the train to pass through the floodgate protection area is specifically as follows:

[0084] The Train Control System (WRC) continuously monitors the restricted status of all floodgates within its area. When it detects that a floodgate is fully open and its locked state is lost, it calculates the protected area of ​​that floodgate and adds it to the source list. The train's onboard controller (CC) sends a resource request from its current location to a set target location to the WRC based on the task issued by the Automatic Train Control System (ATS). The WRC periodically sends the activation status of the protected areas of fully open and locked floodgates to the CC. Since the WRC has not authorized the CC with the resource for the protected area of ​​the fully open and locked floodgate, the train stops in front of the floodgate. After the Automatic Train Control System (ATS) and the floodgate control room jointly confirm that the floodgate is in normal and locked state, the ATS sends a "Confirmed floodgate status is normal and locked" message to the WRC. Upon receiving the "Confirmed floodgate status is normal and locked" message from the Automatic Train Control System (ATS), the WRC lifts the restriction on the protected area of ​​the floodgate and sends an instruction to the CC authorizing the train to use the resource. After receiving the authorization instruction, the CC switches the train to manual driving mode and passes through the protected area of ​​the floodgate according to the set speed limit.

[0085] As attached Figure 4 As shown, FG2 is a floodgate that was lost in the fully open and locked state in front of the train. The protection method for the train passing through FG2 is as follows:

[0086] 1) WRC calculates the protection zone of all floodgates within its range. For FG2, the protection zone is ProtectionZone_FG2, which is included in the source list;

[0087] 2) Based on the task assigned by ATS, CC sends a resource request to WRC from its current location to Station B;

[0088] 3) WRC periodically sends the ProtectionZone_FG2 activation status to CC;

[0089] 4) Due to the inability to obtain resources ahead, the train stops in front of FG2;

[0090] 5) After the ATS dispatcher and the staff in the floodgate control room confirm that the floodgate is in normal condition and locked, the ATS dispatcher will perform the "Confirm floodgate is in normal condition and locked" operation on the ATS interface.

[0091] 6) When WRC receives the ATS message “Confirms floodgate status is normal and locked”, CC is authorized to use the floodgate-protected area resources;

[0092] 7) The train switches to manual driving mode and passes through the floodgate protection area at a speed limited to 25km / h.

[0093] Only if the floodgates in front of the train are fully open and lost from being locked will the train be affected; if the floodgates behind the train are fully open and lost from being locked, the train will not be affected.

[0094] When a floodgate behind the train is in a fully open and locked state, the train passes through the floodgate protection area as follows: The WRC calculates the protection area of ​​all floodgates within its area. For the floodgate behind the train that is fully open and locked, the WRC calculates the protection area and adds it to the source list. The train's onboard controller (CC) sends a resource request from its current position to the set target position to the WRC according to the task issued by the ATS. The WRC periodically sends the activation status of the floodgate protection area that is fully open and locked to the CC. Once the rear of the train has passed through the floodgate protection area, the train's CC releases the trackside resources of the floodgate protection area without affecting the train's continued operation. The WRC periodically sends the status of the floodgates ahead of the train to the CC. The CC requests the floodgate resources ahead of the train, and the train passes through the floodgate ahead normally.

[0095] Specifically, the floodgates behind the train are fully open and their locked positions are lost. When the train passes through the floodgate area, as shown in the attached diagram... Figure 5 As shown:

[0096] 1) WRC calculates the protection zone of all floodgates within this range. For the protection zone of FG1, ProtectionZone_FG1 is included in the source list;

[0097] 2) Based on the task assigned by ATS, CC sends a resource request to WRC from its current location to Station B;

[0098] 3) The WRC periodically sends the FG1 disabled status to the CC;

[0099] 4) CC periodically receives the FG1 prohibition status from WRC;

[0100] 5) Since the rear of the train just passed through the FG1 protection zone ProtectionZone_FG1, CC has already released the trackside resources of the FG1 protection zone, so it does not affect the continued operation of the train;

[0101] 6) WRC periodically sends the inactive status of ProtectionZone_FG2 to CC;

[0102] 7) Since resources were available ahead, the train passed through the FG2 protection zone normally.

[0103] Example 3

[0104] 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-described Embodiment 1 or Embodiment 2. In this embodiment, based on the method for a train to pass through the flood-proof door protection area described in Embodiment 1 or Embodiment 2, an apparatus for implementing the method is provided. Specifically, refer to the appendix to the specification. Figure 6 As shown, this embodiment provides an inspection device for trains passing through the flood-proof gate protection area. The device includes:

[0105] The floodgate prohibited state protection zone source list generation module 100 is used by WRC to generate a floodgate protection zone source list for this area;

[0106] The floodgate status application and receiving module 200 is used by the train onboard controller CC to periodically apply for and receive the floodgate status from the corresponding WRC.

[0107] The floodgate prohibition status sending module 300 is used by WRC to periodically send floodgate prohibition status information to CC;

[0108] The floodgate status confirmation module 400 is used by the ATS dispatcher and the staff in the floodgate control room to confirm that the floodgate is in normal and locked status, and then perform the "confirm floodgate status is normal and locked" operation on the ATS interface.

[0109] The authorization module 500 is used to authorize the CC to use the floodgate protection area resources when the WRC receives the ATS "Confirm floodgate status is normal and locked" message.

[0110] The protected area of ​​each floodgate is centered on the floodgate hinge, with the opening of the floodgate as the radius, extending to the left and right sides of the opening, plus the maximum accessible distance along the entire line, Max_Approach_Distance.

[0111] The settings in the authorized usage module 500 include:

[0112] Condition 1: The floodgate is activated within its protection range only by the current train, and there are no hostile resources.

[0113] Condition 2: No other trains pass through the protection range of the floodgate, and there is no risk of side impact.

[0114] Condition 3: The floodgate is fully open and locked, and its location has been confirmed to be ahead of the passing train.

[0115] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the described module can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0116] Example 4

[0117] In another preferred embodiment of the present invention, an electronic device is provided, including a central processing unit (CPU), which 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). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0118] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0119] The processing unit executes 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 computer software programs 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 on the device via 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 execute methods S1 to S7 by any other suitable means (e.g., by means of firmware).

[0120] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0121] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0122] Example 5

[0123] In another preferred embodiment of the present invention, this embodiment 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 floodgate protection area as described in Embodiment 1 or Embodiment 2. The computer-readable storage medium can 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 can be a machine-readable signal medium or a computer-readable storage medium. The computer-readable medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of computer-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0124] 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 these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for a train to pass through a flood-proof gate protected area, characterized in that: This method utilizes the interface between the target controller OC subsystem and the floodgate system in the TACS system to achieve information transmission between the two. The TACS system's trackside resource manager (WRC) dynamically generates a protection zone with the floodgate as the smallest unit. Restrictions are only applied to trains with abnormal floodgates in front of them; abnormal floodgates behind them have no impact. The protection zone is defined as the area centered on the floodgate hinge, with the floodgate leaf as the radius, extending to the left and right sides, plus the maximum accessible distance along the entire line. Specifically, this method includes the following steps: S1, the trackside resource manager WRC of the TACS system monitors and manages the prohibited status of all floodgates in the area, and forms a protected area source list based on these prohibited statuses of floodgates; the prohibited status includes floodgates closed, floodgates not fully opened and / or floodgates lost from being locked. S2. The train's onboard controller (CC) periodically sends resource requests to the WRC based on the train's current operating task to obtain information on the prohibited status of the floodgates ahead of it. After receiving the request from CC, S3 and WRC periodically send the information on the prohibited status of the floodgates ahead of the train to CC. S4. WRC confirms that CC has received the floodgate prohibition status information and activates the source list of the corresponding floodgate prohibition status protection area. Based on the floodgate prohibition status information and activated protection zones provided by the WRC, the S5 and TACS systems send instructions to the train's onboard controller CC to prohibit passage through the floodgate protection zones in the prohibited state. S6. The Automatic Train Control System (ATS) and the floodgate control room jointly confirm the status of the floodgate. When it is confirmed that the floodgate is in normal condition and locked, the ATS sends "Confirm floodgate is in normal condition and locked" to the WRC. S7 and WRC receive the "Confirm floodgate status is normal and locked" message from the Automatic Train Control System (ATS) and send the instruction to the train's onboard controller (CC) to authorize the train to pass through the floodgate protection area. After receiving the authorization instruction, CC switches the train to manual driving mode and passes through the floodgate protection area according to the set speed limit.

2. The method for a train to pass through a flood-proof gate protection area as described in claim 1, characterized in that: The phrase "the status of the floodgates is jointly confirmed by the Automatic Train Monitoring System (ATS) and the floodgate control room" specifically means that the status of the floodgates is jointly confirmed by the dispatcher of the ATS and the staff of the floodgate control room.

3. The method for a train to pass through a flood-proof gate protection area as described in claim 1, characterized in that: The set speed limit is 25 km / h.

4. A method for a train to pass through a flood-proof gate protection area as described in any one of claims 1-3, characterized in that: When a floodgate ahead of the train is in a fully open and locked state, the specific method for the train to pass through the floodgate's protected area is as follows: WRC continuously monitors the prohibited status of all floodgates within its area. When it detects that a floodgate is fully open and its locked status is lost, it calculates the protected area of ​​that floodgate and adds it to the source list. The train's onboard controller (CC) sends a resource request from its current location to the set target location to the WRC based on the task assigned by the ATS. WRC periodically sends the activation status of floodgate protected areas that are fully open and have lost their locked state to CC. Since the WRC did not authorize the CC with the protected area where the floodgate was fully open and the locked state was lost, the train stopped in front of the floodgate. After the Automatic Train Control System (ATS) and the floodgate control room jointly confirmed that the floodgate was in normal and locked state, the ATS sent "Confirmed that the floodgate is in normal and locked state" to the WRC. When the WRC receives the "Confirm floodgate status is normal and locked" message from the Automatic Train Control System (ATS), it lifts the restriction on the floodgate's protected area and sends an instruction to the CC authorizing the train to use the resource. Upon receiving the authorization instruction, the CC switches the train to manual driving mode and passes through the floodgate's protected area according to the set speed limit.

5. A method for a train to pass through a flood-proof gate protection area as described in any one of claims 1-3, characterized in that: The loss of a floodgate in front of the train when it is fully open and locked will affect the train. The loss of a floodgate behind the train when it is fully open and locked will not affect the train.

6. A method for a train to pass through a flood-proof gate protection area as described in claim 5, characterized in that: When the floodgate behind the train is in a fully open and locked state is lost, the specific method for the train to pass through the floodgate's protected area is as follows: WRC calculates the protection zone of all floodgates within its area. For floodgates that are lost after the train has run and are in a fully open and locked state, the protection zone of the floodgate is calculated and added to the source list. The train's onboard controller (CC) sends a resource request from its current location to the set target location to the WRC based on the task assigned by the ATS. WRC periodically sends the activation status of floodgate protected areas that are fully open and have lost their locked state to CC. The rear of the train has passed through the floodgate protection area, and the train's CC releases the trackside resources in the floodgate protection area without affecting the train's continued operation. WRC periodically sends the status of the floodgates in front of the train to CC. CC requests the floodgate resources in front of the train, and the train passes through the floodgates in front of it normally.

7. An inspection device for trains passing through the protection zone of a floodgate, characterized in that: The device includes: The floodgate prohibition status protection area source list generation module is used by WRC to generate a source list of floodgate protection areas within the area. The protection area is dynamically generated by the trackside resource manager WRC of the TACS system, with the floodgate as the smallest unit. It only restricts trains with abnormal floodgates in front of them, and has no effect on trains with abnormal floodgates behind them. The range of the protection area is the opening range to the left and right of the floodgate with the floodgate hinge as the center and the floodgate leaf as the radius, plus the maximum accessible distance along the entire line. The floodgate status request and receiving module is used by the train's onboard controller (CC) to periodically request and receive the floodgate status from the corresponding WRC. The floodgate prohibition status sending module is used by WRC to periodically send floodgate prohibition status information to CC; the prohibition status includes floodgate closed, floodgate not fully open and / or floodgate locked status lost; The floodgate status confirmation module is used by ATS dispatchers and floodgate control room staff to confirm that the floodgate is in normal and locked status, and then perform the "confirm floodgate status is normal and locked" operation on the ATS interface. The authorization module is used by the WRC to authorize the CC to use the floodgate protection area resources when it receives the ATS "confirms that the floodgate is in normal condition and locked" message; at the same time, it triggers the CC to switch the train to manual driving mode and pass through the floodgate protection area according to the set speed limit requirements.

8. The inspection device for trains passing through the flood-proof gate protection area as described in claim 7, characterized in that: The settings in the authorized usage module include: Condition 1: The floodgate is activated within the protected area where only the current train has requested access, and there are no hostile resources. Condition 2: No other trains pass through the protected area covered by the floodgate, and there is no risk of side impact. Condition 3: The floodgate is fully open and locked, and its location has been confirmed to be ahead of the passing train.

9. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the program, it implements the method for a train to pass through a flood-proof gate protection area as described in any one of claims 1-6.

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

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