Protection method and apparatus for derailment between adjacent trackside resource managers, device and medium

Abstract

A protection method for derailment between adjacent trackside resource managers, comprising: S1, forming a derailment-affecting source list (S101); S2, periodically sending a turnout derailment state to an adjacent trackside resource manager (S102); S3, periodically applying for and receiving the turnout derailment state from the adjacent trackside resource manager (S103); S4, when a turnout authorization application of a vehicle-mounted controller or a trackside train manager is received, applying for a turnout use permission from the corresponding adjacent trackside resource manager in the derailment-affecting source list (S104); S5, when a turnout use permission application is received from the adjacent trackside resource manager, replying to the adjacent trackside resource manager with use permission confirmation information (S105); and S6, when meeting one of set conditions, the trackside resource manager authorizing the vehicle-mounted controller or the trackside train manager to use the turnout (S106). The present invention reduces the possibility of collision between trains and the degree of harm. Also provided are a protection apparatus for derailment between adjacent trackside resource managers, a device, and a medium.

Description

Derailment protection method, device, equipment and medium between adjacent trackside resource managers Technical Field

[0001] The present invention relates to a train signal control system, and in particular to a derailment protection method, device, equipment and medium between adjacent trackside resource managers of a TACS system. Background Art

[0002] Currently, the use of Train Autonomous Circumambulate Systems (TACS) based on vehicle-to-vehicle communication is gradually increasing in urban rail transit signaling systems. Compared to the centralized trackside resource management approach in traditional signaling systems that relies on interlocking to manage routes, the TACS system adopts a distributed resource management approach based on parallel autonomous computing across multiple trains. In the TACS system, the train management subsystem autonomously plans trackside resource requirements based on train operation tasks issued by the dispatching management subsystem. During the process of controlling train automatic operation, it selects resources from the trackside resource manager based on the train's operating status and planned operation curve, uses and releases resources after allocation. Thanks to the detailed resource management, this on-demand resource management approach enables the TACS system to maximize the efficient utilization of track resources even under high traffic density, thereby improving system operational efficiency.

[0003] However, the management method of trains applying for and using resources on demand makes it impossible for the system to immediately notify trains that may be affected by the derailment incident when certain specific derailment incidents occur, thereby expanding the impact of the hazard. As shown in Figure 1, train T1 was scheduled to run in the reverse position of switch P1. However, because switch P1 was not closely attached, train T1 derailed at switch P1 and broke into the switch's positioning track, ultimately stopping within the control area of ​​trackside resource manager 2. Because train T1 only applied for resources within its control area from trackside resource manager 1 on demand during operation, trackside resource manager 2 was unable to obtain information about train T1's derailment. Train T2 also only applied for resources within its control area from trackside resource manager 2 on demand, and train T2 was unable to obtain information about train T1's derailment within trackside resource manager 1. In this case, train T2 will not be able to immediately obtain information about the derailment of trains that may collide with it, and thus will not be able to stop immediately for protection, thereby expanding the possibility of collision between trains and the degree of collision hazard.

[0004] Summary of the Invention

[0005] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a derailment protection method, device, equipment and medium between adjacent trackside resource managers.

[0006] The purpose of the present invention can be achieved by the following technical solutions:

[0007] According to a first aspect of the present invention, a derailment protection method between adjacent trackside resource managers is provided, the method comprising the following steps:

[0008] Step S1: The trackside resource manager forms a list of derailment impact sources;

[0009] Step S2: The trackside resource manager periodically sends the derailment status of the turnout to the adjacent trackside resource manager based on the correspondence between the turnout and the adjacent trackside management subsystem in the derailment impact source list;

[0010] Step S3: The trackside resource manager periodically requests and receives the turnout derailment status from the adjacent trackside resource manager based on the correspondence between the turnout and the adjacent trackside management subsystem in the derailment impact source list;

[0011] Step S4: upon receiving the switch authorization request from the onboard controller or the trackside train manager, the trackside resource manager applies for switch use permission from the corresponding adjacent trackside resource manager in the derailment impact list;

[0012] Step S5: upon receiving a turnout use permission application from an adjacent trackside resource manager, the trackside resource manager replies with a use permission confirmation message to the adjacent trackside resource manager;

[0013] Step S6: The trackside resource manager may authorize the onboard controller or trackside train manager to use the turnout if one of the set conditions is met.

[0014] As a preferred technical solution, the derailment influence source list in step S1 includes a derailment influence source list in the control area and a derailment influence source list in the non-control area.

[0015] As a preferred technical solution, the list of derailment impact sources within the control area is specifically formed as follows:

[0016] The wayside resource manager calculates the influence range of all turnouts within its control area, and calculates a list of adjacent wayside management subsystems that intersect with the track area covered by the influence range. It then establishes a correspondence between the adjacent wayside management subsystems and the turnouts in the list to form a derailment influence list within the control area.

[0017] As a preferred technical solution, the impact range is the track area covered by the train starting from the switch and extending in the direction of all tracks connected to the switch, considering the parking position of the train after emergency braking in the most unfavorable situation as the end point, where the most unfavorable situation includes the train being at the highest speed and or the line being downhill with the maximum slope.

[0018] As a preferred technical solution, the list of derailment impact sources in the non-controlled area is specifically formed as follows:

[0019] The wayside resource manager calculates the influence range of all turnouts outside its control area, and calculates the list of adjacent wayside management subsystems to which the turnout belongs when the track area covered by the influence range intersects with itself. The corresponding relationship between the adjacent wayside management subsystems and the turnout is established in the list to form a list of derailment influence sources in the non-control area.

[0020] As a preferred technical solution, the impact range is the track area covered by the train starting from the switch and extending in the direction of all tracks connected to the switch, considering the parking position of the train after emergency braking in the most unfavorable situation as the end point, where the most unfavorable situation includes the train being at the highest speed and or the line being downhill with the maximum slope.

[0021] As a preferred technical solution, the step S6 setting conditions includes:

[0022] Condition 1: The trackside resource manager has received the use permission confirmation information from the corresponding adjacent trackside resource manager in the derailment impact source list, and the information is within the validity period;

[0023] Condition 2: The adjacent trackside resource manager corresponding to the turnout in the derailment impact source list is already in manual management status.

[0024] According to a second aspect of the present invention, there is provided a derailment protection device between adjacent trackside resource managers, the device comprising:

[0025] A derailment impact source list forming module is used by the trackside resource manager to form a derailment impact source list;

[0026] The turnout derailment status sending module is used by the trackside resource manager to periodically send the turnout derailment status to the adjacent trackside resource managers based on the correspondence between the turnout and the adjacent trackside management subsystem in the derailment impact source list;

[0027] The turnout derailment status application and reception module is used by the trackside resource manager to periodically apply for and receive the turnout derailment status from the adjacent trackside resource manager based on the correspondence between the turnout and the adjacent trackside management subsystem in the derailment impact source list;

[0028] The turnout use permission application module is used for the wayside resource manager to apply for turnout use permission from the adjacent wayside resource manager corresponding to the derailment impact list upon receiving the turnout authorization application from the onboard controller or the wayside train manager;

[0029] A use permission confirmation module is used for the trackside resource manager to reply a use permission confirmation message to the adjacent trackside resource manager when the trackside resource manager receives a turnout use permission application from the adjacent trackside resource manager;

[0030] The authorization module is used for the trackside resource manager to authorize the on-board controller or trackside train manager to use the turnout when one of the set conditions is met.

[0031] As a preferred technical solution, the derailment influence source list of the derailment influence source list forming module includes a derailment influence source list in the control area and a derailment influence source list in the non-control area.

[0032] As a preferred technical solution, the list of derailment impact sources within the control area is specifically formed as follows:

[0033] The wayside resource manager calculates the influence range of all turnouts within its control area, and calculates a list of adjacent wayside management subsystems that intersect with the track area covered by the influence range. It then establishes a correspondence between the adjacent wayside management subsystems and the turnouts in the list to form a derailment influence list within the control area.

[0034] As a preferred technical solution, the impact range is the track area covered by the train starting from the switch and extending in the direction of all tracks connected to the switch, considering the parking position of the train after emergency braking in the most unfavorable situation as the end point, where the most unfavorable situation includes the train being at the highest speed and or the line being downhill with the maximum slope.

[0035] As a preferred technical solution, the list of derailment impact sources in the non-controlled area is specifically formed as follows:

[0036] The wayside resource manager calculates the influence range of all turnouts outside its control area, and calculates the list of adjacent wayside management subsystems to which the turnout belongs when the track area covered by the influence range intersects with itself. The corresponding relationship between the adjacent wayside management subsystems and the turnout is established in the list to form a list of derailment influence sources in the non-control area.

[0037] As a preferred technical solution, the impact range is the track area covered by the train starting from the switch and extending in the direction of all tracks connected to the switch, considering the parking position of the train after emergency braking in the most unfavorable situation as the end point, where the most unfavorable situation includes the train being at the highest speed and or the line being downhill with the maximum slope.

[0038] As a preferred technical solution, the setting conditions in the authorization module include:

[0039] Condition 1: The trackside resource manager has received the use permission confirmation information from the corresponding adjacent trackside resource manager in the derailment impact source list, and the information is within the validity period;

[0040] Condition 2: The adjacent trackside resource manager corresponding to the turnout in the derailment impact source list is already in manual management status.

[0041] According to a third aspect of the present invention, an electronic device is provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the method when executing the program.

[0042] According to a fourth aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the method described above is implemented.

[0043] Compared with the prior art, the present invention has the following advantages:

[0044] 1) The derailment protection technology proposed in this invention enables adjacent trackside resource managers to be directed to a safe side at a faster speed when a derailment event may cause harm to adjacent control areas, reducing the possibility and degree of harm of collisions between trains and improving the safety of the TACS system.

[0045] 2) The present invention utilizes a small amount of interface information interaction to realize the necessary safety protection functions of the TACS system, simplifies the interface between trackside resource managers, and improves the reliability of the system.

[0046] 3) The derailment protection technology proposed in the present invention can authorize adjacent trackside resource managers to use switches through manual management in the event of a trackside resource manager failure or communication failure, thereby improving the availability of the TACS system under fault conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 shows a derailment hazard scenario between adjacent trackside resource managers in the TACS system;

[0048] Figure 2 is a diagram of the TACS system architecture;

[0049] FIG3 is a schematic diagram of the trackside resource manager calculating the derailment impact range;

[0050] Figure 4 is a schematic diagram of a train applying for turnout resources from the WRC;

[0051] Figure 5 is a schematic diagram of a train releasing turnout resources to the WRC;

[0052] Figure 6 is a schematic diagram b of a train applying for turnout resources from the WRC;

[0053] Figure 7 is a schematic diagram b of the train releasing turnout resources to the WRC;

[0054] FIG8 is a specific flow chart of the method of the present invention;

[0055] FIG9 is a schematic structural diagram of the device of the present invention. DETAILED DESCRIPTION

[0056] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0057] The derailment protection method proposed in the present invention enables adjacent trackside resource managers to be directed to a safe side at a faster speed when a derailment event may cause harm to adjacent control areas, thereby reducing the possibility and degree of harm of collisions between trains and improving the safety of the TACS system.

[0058] As shown in FIG8 , the present invention provides a derailment protection method between adjacent trackside resource managers, the method comprising the following steps:

[0059] Step S1: The trackside resource manager forms a list of derailment impact sources;

[0060] Step S2: The trackside resource manager periodically sends the derailment status of the turnout to the adjacent trackside resource manager based on the correspondence between the turnout and the adjacent trackside management subsystem in the derailment impact source list;

[0061] Step S3: The trackside resource manager periodically requests and receives the turnout derailment status from the adjacent trackside resource manager based on the correspondence between the turnout and the adjacent trackside management subsystem in the derailment impact source list;

[0062] Step S4: upon receiving the switch authorization request from the onboard controller or the trackside train manager, the trackside resource manager applies for switch use permission from the corresponding adjacent trackside resource manager in the derailment impact list;

[0063] Step S5: upon receiving a turnout use permission application from an adjacent trackside resource manager, the trackside resource manager replies with a use permission confirmation message to the adjacent trackside resource manager;

[0064] Step S6: The trackside resource manager may authorize the onboard controller or trackside train manager to use the turnout if one of the set conditions is met.

[0065] As shown in Figure 2, the autonomous train operation system based on vehicle-to-vehicle communication mainly includes the trackside resource manager (WRC), the trackside train manager (WTC), the target controller (OC), the automatic train monitoring system (ATS), the onboard controller (CC), the backup positioning system (BLS), and the transponder. The ATS subsystem is responsible for supervising and controlling train operations, and has functions such as train tracking, alarm and event reporting, operation adjustment, and operational control. The WRC is responsible for line resource allocation and recovery, train sequence management, signal and switch control, etc. The WTC is mainly responsible for handling temporary speed limits, managing and tracking faulty trains, and taking over faulty trains to apply for and release resources. The OC mainly realizes the status collection and drive of trackside equipment. The CC requests and releases line resources according to the plan, actively controls the train, and realizes train safety protection functions and automatic train driving functions. The transponder is responsible for providing location information in combination with the line map. The BLS mainly provides the corresponding train ID and train location information to the trackside train controller based on the acquired transponder information to realize the location tracking of the downgraded train. The BLS is deployed on the train and cooperates with the WTC to complete the operation of the downgraded train.

[0066] The derailment protection methods for the TACS system are as follows:

[0067] 101) As shown in FIG3 , WRC1 calculates that the influence range of turnout P1 intersects with the adjacent WRC2, and WRC1 puts WRC2 into the derailment influence list and corresponds to turnout P1;

[0068] 102) As shown in FIG3 , WRC2 calculates that the influence range of turnout P1 intersects with WRC2, and WRC2 puts WRC1 into the derailment influence source list and corresponds to turnout P1;

[0069] 103) WRC1 periodically sends the derailment event status of P1 turnout to WRC2;

[0070] 104) WRC2 periodically requests and receives the derailment event status of P1 turnout from WRC1;

[0071] 105) As shown in FIG4 , CCA sends a request for related resources from the current location to station S1 to WRC1 according to the task assigned by ATS;

[0072] 106) WRC1 applies to WRC2 for permission to use P1;

[0073] 107) WRC2 receives WRC1’s application for permission to use the P1 turnout and immediately sends WRC1 a confirmation message of the permission to use;

[0074] 108) WRC1 receives the P1 turnout use permission confirmation message from WRC2 and authorizes CCA to use the other resources requested by CCA to platform S1. As shown in FIG5 , train A runs to platform S1.

[0075] 109) CCA releases the P1 turnout resource to WRC1. After receiving the P1 release information, it stops applying for P1 use permission from WRC2.

[0076] 110) As shown in FIG6 , CCA sends a request for related resources from station S1 to station S2 to WRC1 according to the task assigned by ATS;

[0077] 111) WRC1 applies to WRC2 for permission to use P1;

[0078] 112) WRC2 fails and cannot reply to WRC1 with permission confirmation information, so WRC1 cannot authorize CCA to use the P1 turnout;

[0079] 113) WRC2 enters manual management mode, and OC sends a message to WRC1 that WRC2 has entered manual management mode.

[0080] 114) WRC1 authorizes CCA to use the other resources requested by CCA to platform S1. As shown in FIG7 , train A runs to platform S2;

[0081] 115) CCA releases P1 turnout resources to WRC1.

[0082] The above is an introduction to a method embodiment. The following further illustrates the solution of the present invention through an apparatus embodiment.

[0083] As shown in FIG9 , a derailment protection device between adjacent trackside resource managers includes:

[0084] A derailment impact source list forming module 100 is used by the trackside resource manager to form a derailment impact source list;

[0085] The turnout derailment status sending module 200 is used by the trackside resource manager to periodically send the turnout derailment status to the adjacent trackside resource managers based on the correspondence between the turnout and the adjacent trackside management subsystem in the derailment impact source list;

[0086] The turnout derailment status application receiving module 300 is used by the trackside resource manager to periodically apply for and receive the turnout derailment status from the adjacent trackside resource manager based on the correspondence between the turnout and the adjacent trackside management subsystem in the derailment impact source list;

[0087] The turnout use permission application module 400 is used for the wayside resource manager to apply for turnout use permission from the corresponding adjacent wayside resource manager in the derailment impact list upon receiving the turnout authorization application from the onboard controller or the wayside train manager;

[0088] The use permission confirmation module 500 is used for the trackside resource manager to reply the use permission confirmation information to the adjacent trackside resource manager when receiving the turnout use permission application from the adjacent trackside resource manager;

[0089] The authorization module 600 is used for the trackside resource manager to authorize the onboard controller or trackside train manager to use the turnout when one of the set conditions is met.

[0090] The derailment influence source list of the derailment influence source list forming module includes a derailment influence source list in a controlled area and a derailment influence source list in a non-controlled area.

[0091] The list of derailment impact sources within the control area is specifically formed as follows:

[0092] The wayside resource manager calculates the influence range of all turnouts within its control area, and calculates a list of adjacent wayside management subsystems that intersect with the track area covered by the influence range. It then establishes a correspondence between the adjacent wayside management subsystems and the turnouts in the list to form a derailment influence list within the control area.

[0093] The list of derailment impact sources in the non-controlled area is specifically formed as follows:

[0094] The wayside resource manager calculates the influence range of all turnouts outside its control area, and calculates the list of adjacent wayside management subsystems to which the turnout belongs when the track area covered by the influence range intersects with itself. The corresponding relationship between the adjacent wayside management subsystems and the turnout is established in the list to form a list of derailment influence sources in the non-control area.

[0095] The impact range is the track area covered by the train starting from the switch and extending in the direction of all tracks connected to the switch, taking the train's parking position after emergency braking in the most unfavorable situation as the end point. The most unfavorable situation includes the train being at the highest speed and or the line being downhill with the maximum slope.

[0096] The setting conditions in the authorization module include:

[0097] Condition 1: The trackside resource manager has received the use permission confirmation information from the corresponding adjacent trackside resource manager in the derailment impact source list, and the information is within the validity period;

[0098] Condition 2: The adjacent trackside resource manager corresponding to the turnout in the derailment impact source list is already in manual management status.

[0099] 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.

[0100] The electronic device of the present invention includes 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). In the RAM, various programs and data required for device operation can also be stored. 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.

[0101] 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 via computer networks such as the Internet and / or various telecommunication networks.

[0102] The processing unit performs the various methods and processes described above, such as methods S1 to S6. For example, in some embodiments, methods S1 to S6 may be implemented as a computer software program, which 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 on the device via a ROM and / or a communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of methods S1 to S6 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S6 by any other appropriate means (e.g., by means of firmware).

[0103] 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.

[0104] 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.

[0105] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or apparatus. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of machine-readable storage media may include an electrical connection based on one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0106] 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 derailment protection method between adjacent trackside resource managers, characterized in that, The method includes the following steps: Step S1, the wayside resource manager forms a derailment impact source list; Step S2, the wayside resource manager periodically sends the derailment status of the switch to the adjacent wayside resource manager according to the corresponding relationship between the switch and the adjacent wayside management subsystem in the derailment impact source list; Step S3, the wayside resource manager periodically applies to and receives the derailment status of the switch from the adjacent wayside resource manager according to the corresponding relationship between the switch and the adjacent wayside management subsystem in the derailment impact source list; Step S4, when the wayside resource manager receives a switch authorization application from the on-vehicle controller or the wayside train manager, it applies to the corresponding adjacent wayside resource manager in the derailment impact list for permission to use the switch; Step S5, when the wayside resource manager receives a switch use permission application from the adjacent wayside resource manager, it replies to the adjacent wayside resource manager with a use permission confirmation message; Step S6, the wayside resource manager can authorize the on-vehicle controller or the wayside train manager to use the switch when one of the set conditions is met.

2. The derailment protection method between adjacent trackside resource managers according to claim 1, characterized in that, The derailment impact source list in step S1 includes a derailment impact source list within the control area and a derailment impact source list outside the control area.

3. A derailment protection method between adjacent trackside resource managers according to claim 2, characterized in that The derailment impact source list within the control area is specifically formed as follows: The wayside resource manager calculates the influence range of all switches within its control area, calculates the list of adjacent wayside management subsystems whose covered track areas intersect with the influence range, and establishes the corresponding relationship between the adjacent wayside management subsystems and the switches in the list to form a derailment impact list within the control area.

4. A derailment protection method between adjacent trackside resource managers according to claim 3, characterized in that, The influence range is the track area covered by the train starting from the frog heart and extending in all track directions connected to the frog heart, considering the stopping position of the train after emergency braking under the most unfavorable conditions as the end point, where the most unfavorable conditions include the train being at the maximum speed and / or on the maximum gradient downhill of the line.

5. A derailment protection method between adjacent trackside resource managers according to claim 2, characterized in that, The derailment impact source list outside the control area is specifically formed as follows: The wayside resource manager calculates the influence range of all switches outside its control area, calculates the list of adjacent wayside management subsystems to which the switch belongs when the covered track area intersects with itself, and establishes the corresponding relationship between the adjacent wayside management subsystems and the switches in the list to form a derailment impact source list outside the control area.

6. A derailment protection method between adjacent trackside resource managers according to claim 5, characterized in that The influence range is the track area covered by the train starting from the frog heart and extending in all track directions connected to the frog heart, considering the stopping position of the train after emergency braking under the most unfavorable conditions as the end point, where the most unfavorable conditions include the train being at the maximum speed and / or on the maximum gradient downhill of the line.

7. A derailment protection method between adjacent trackside resource managers according to claim 1, characterized in that The set conditions in step S6 include: Condition 1, the wayside resource manager has received the use permission confirmation information from the corresponding adjacent wayside resource manager in the derailment impact source list, and the information is within the validity period; Condition 2, the adjacent wayside resource manager corresponding to the switch in the derailment impact source list is already in the manual management state.

8. A derailment protection device between adjacent trackside resource managers, characterized in that, The device includes: A derailment impact source list forming module for the wayside resource manager to form a derailment impact source list; The turnout derailment status sending module is used for the trackside resource manager to periodically send the derailment status of the turnout to the adjacent trackside resource manager according to the corresponding relationship between the turnout and the adjacent trackside management subsystem in the derailment impact source list; The turnout derailment status application receiving module is used for the trackside resource manager to periodically apply to and receive the derailment status of the turnout from the adjacent trackside resource manager according to the corresponding relationship between the turnout and the adjacent trackside management subsystem in the derailment impact source list; The turnout usage permission application module is used for the trackside resource manager to apply for the permission to use the turnout from the corresponding adjacent trackside resource manager in the derailment impact list when receiving the turnout authorization application from the on-vehicle controller or the trackside train manager; The usage permission confirmation module is used for the trackside resource manager to reply to the adjacent trackside resource manager with the usage permission confirmation information when receiving the turnout usage permission application from the adjacent trackside resource manager; The authorized usage module is used for the trackside resource manager to authorize the on-vehicle controller or the trackside train manager to use the turnout under one of the set conditions.

9. The derailment protection device between adjacent trackside resource managers according to claim 8, characterized in that, The derailment impact source list of the derailment impact source list forming module includes the derailment impact source list within the control area and the derailment impact source list outside the control area.

10. The derailment protection device between adjacent trackside resource managers according to claim 9, characterized in that, The derailment impact source list within the control area is specifically formed as follows: The trackside resource manager calculates the influence range of all turnouts within its control area, calculates the list of adjacent trackside management subsystems whose track areas intersect with the influence range, and establishes the corresponding relationship between the adjacent trackside management subsystems and the turnouts in the list to form the derailment impact list within the control area.

11. An anti-derailment protection device between adjacent trackside resource managers according to claim 10, characterized in that, The influence range is the track area covered by the train starting from the frog heart and extending in all track directions connected to the frog heart, considering the stopping position of the train after emergency braking under the most unfavorable conditions as the end point, where the most unfavorable conditions include the train being at the highest speed and / or on the maximum slope of the line going downhill.

12. The derailment protection device between adjacent trackside resource managers according to claim 9, characterized in that, The derailment impact source list outside the control area is specifically formed as follows: The trackside resource manager calculates the influence range of all turnouts outside its control area, calculates the list of adjacent trackside management subsystems to which the turnout belongs when the track area covered by the influence range intersects with itself, and establishes the corresponding relationship between the adjacent trackside management subsystems and the turnouts in the list to form the derailment impact source list outside the control area.

13. The derailment protection device between adjacent trackside resource managers according to claim 12, characterized in that, The influence range is the track area covered by the train starting from the frog heart and extending in all track directions connected to the frog heart, considering the stopping position of the train after emergency braking under the most unfavorable conditions as the end point, where the most unfavorable conditions include the train being at the highest speed and / or on the maximum slope of the line going downhill.

14. A derailment protection device between adjacent trackside resource managers according to claim 8, characterized in that, The set conditions in the authorized usage module include: Condition 1, the trackside resource manager has received the usage permission confirmation information from the corresponding adjacent trackside resource manager in the derailment impact source list, and the information is within the validity period; Condition 2, the adjacent trackside resource manager corresponding to the turnout in the derailment impact source list is already in the manual management state.

15. An electronic device, comprising a memory and a processor, wherein a computer program is stored on the memory, characterized in that, When the processor executes the program, it implements the method described in any one of claims 1 to 7.

16. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method described in any one of claims 1 to 7.

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