CN110789582A - Train operation control method and device - Google Patents
Train operation control method and device Download PDFInfo
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- CN110789582A CN110789582A CN201910078456.2A CN201910078456A CN110789582A CN 110789582 A CN110789582 A CN 110789582A CN 201910078456 A CN201910078456 A CN 201910078456A CN 110789582 A CN110789582 A CN 110789582A
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- 238000004590 computer program Methods 0.000 claims description 5
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
- B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
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Abstract
The embodiment of the invention provides a train operation control method and device. The method is applied to a zone controller, and comprises the following steps: the method comprises the steps of obtaining operation parameters of a first train after receiving an obstacle signal which is sent by the first train and used for indicating the first train to monitor an obstacle; wherein the operation parameters at least comprise position information and an operation direction; determining a protection area of the first train according to the operation parameters; the protection area is an area formed by a possible running path of the first train after the current moment, which is determined according to the position information and the running direction; and sending an emergency braking instruction to the train located in the protection area and/or sending a movement authorization instruction excluding the protection area to the train located outside the protection area. The embodiment of the invention solves the problem of limitation of an obstacle processing mechanism in urban rail transit in the prior art.
Description
Technical Field
The embodiment of the invention relates to the technical field of rail transit, in particular to a train operation control method and device.
Background
With the development of rail transit technology, urban rail transit plays an increasingly important role in public transportation industry. The urban rail transit has short train running time interval, high speed and less interference from other vehicles, can realize high-density running and has stronger transport capacity.
Currently, a Full Automatic Operation (FAO) train has become a development direction of urban rail transit in the future. The FAO train system is a highly centralized train operation system that fully automates the operations of train drivers.
In the operation process of a Communication Based Train automatic control system (CBTC), reasons influencing safe operation include track factors, vehicle factors, power supply factors, signal system factors, human factors, and the like; among the track factors, obstacles are the most harmful factor for train operation. Specifically, there may be obstacles on the train operation route that affect the normal operation of the train due to natural, artificial or accidental reasons, and if there are obstacles on the track, there is a high possibility of causing serious accidents such as collision and even derailment, resulting in significant loss. Therefore, when an obstacle appears on the track or the train collides with the obstacle, the processing mechanism should be started to avoid the train in the nearby area from being affected or other trains from entering the nearby area of the train.
However, in the current obstacle handling mechanism, the detection process is usually to install a detection device beside the track to monitor the line condition in real time; for the detection blind area which cannot be detected by the trackside equipment, after the detection blind area is generally found by a driver manually, relevant processing operation is carried out to ensure safety. However, in the FAO system, no driver participates in the running process of the train, and for the detection of the blind area, the existence of the obstacle on the line cannot be found in time, and the relevant processing operation cannot be performed in time. Therefore, the obstacle handling mechanism in the prior art has great limitation.
Disclosure of Invention
The embodiment of the invention provides a train operation control method and device, which are used for solving the problem of limitation of an obstacle processing mechanism in urban rail transit in the prior art.
In one aspect, an embodiment of the present invention provides a train operation control method, where the method is applied to a zone controller, and the method includes:
the method comprises the steps of obtaining operation parameters of a first train after receiving an obstacle signal which is sent by the first train and used for indicating the first train to monitor an obstacle; wherein the operation parameters at least comprise position information and an operation direction;
determining a protection area of the first train according to the operation parameters; the protection area is an area formed by a possible running path of the first train after the current moment, which is determined according to the position information and the running direction;
and sending an emergency braking instruction to the train located in the protection area and/or sending a movement authorization instruction excluding the protection area to the train located outside the protection area.
In one aspect, an embodiment of the present invention provides a train operation control device, where the train operation control device is applied to a zone controller, and the train operation control device includes:
the system comprises a parameter acquisition module, a parameter acquisition module and a parameter display module, wherein the parameter acquisition module is used for acquiring the operation parameters of a first train after receiving an obstacle signal which is sent by the first train and used for indicating the first train to monitor an obstacle; wherein the operation parameters at least comprise position information and an operation direction;
the area determining module is used for determining a protection area of the first train according to the operation parameters; the protection area is an area formed by a possible running path of the first train after the current moment, which is determined according to the position information and the running direction;
and the processing module is used for sending an emergency braking instruction to the train located in the protection area and/or sending a movement authorization instruction excluding the protection area to the train located outside the protection area.
On the other hand, the embodiment of the present invention further provides an electronic device, which includes a memory, a processor, a bus, and a computer program that is stored in the memory and can be executed on the processor, and when the processor executes the program, the steps in the train operation control method are implemented.
In still another aspect, an embodiment of the present invention further provides a non-transitory computer-readable storage medium, on which a computer program is stored, where the computer program, when executed by a processor, implements the steps in the train operation control method.
According to the train operation control method and device provided by the embodiment of the invention, after receiving an obstacle signal which is sent by a first train and used for indicating the first train to monitor an obstacle, a region controller acquires operation parameters of the first train; determining a protection area of the first train according to the operation parameters, sending an emergency braking instruction to the train located in the protection area and/or sending a movement authorization instruction excluding the protection area to the train located outside the protection area, and realizing automatic processing of an obstacle mechanism when an obstacle signal is received; the method does not depend on manual processing, and can be suitable for a detection blind area of an FAO system; and the possible running paths of the train on the current line and the adjacent line can be automatically searched, a protection area is established, the train in the protection area is prevented from being influenced, or other trains drive into the protection area of the train, and the influence of obstacles on the running of the track system is reduced.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
Fig. 1 is a schematic flow chart of a train operation control method according to an embodiment of the present invention;
fig. 2 is a schematic flow chart of a train operation control method according to another embodiment of the present invention;
fig. 3 is a schematic structural diagram of a train operation control device according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
In order to make the technical problems, technical solutions and advantages of the present invention more apparent, the following detailed description is given with reference to the accompanying drawings and specific embodiments. In the following description, specific details such as specific configurations and components are provided only to help the full understanding of the embodiments of the present invention. Thus, it will be apparent to those skilled in the art that various changes and modifications may be made to the embodiments described herein without departing from the scope and spirit of the invention. In addition, descriptions of well-known functions and constructions are omitted for clarity and conciseness.
It should be appreciated that reference throughout this specification to "an embodiment" or "an embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, the appearances of the phrase "in an embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.
In various embodiments of the present invention, it should be understood that the sequence numbers of the following processes do not mean the execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.
In the embodiments provided herein, it should be understood that "B corresponding to a" means that B is associated with a from which B can be determined. It should also be understood that determining B from a does not mean determining B from a alone, but may be determined from a and/or other information.
Fig. 1 is a schematic flow chart illustrating a train operation control method according to an embodiment of the present invention.
As shown in fig. 1, the train operation control method provided in the embodiment of the present invention is applied to a Zone Controller, where a Zone Controller (ZC) is a core component of a CBTC signal system and belongs to a part of a ground device. It divides a line into several control zones, usually each zone being responsible for one zone controller. Within the responsible zone, the ZC is responsible for providing the train with Movement Authorization (MA) telling the train the farthest distance to allow for advance.
The method specifically comprises the following steps:
The first train is provided with a sensor for detecting an obstacle, and optionally, the sensor can be installed at a preset position of the train head, such as a bogie; the sensor may be a contact sensor or a probe sensor; after the sensor detects the obstacle, the first train sends an obstacle signal to the ZC of the zone where the first train is located.
After receiving the obstacle signal, the ZC may have collided with the obstacle, and in order to avoid collision or other dangerous situations between the obstacle and another train in the vicinity of the first train, the ZC starts an obstacle processing mechanism, acquires current position information and a running direction of the first train, and performs a subsequent processing operation according to the position information and the running direction.
Optionally, the operating parameter is an operating parameter of the first train at a time when the obstacle signal is detected; the location information may be obtained from the train's on-board signal system, which determines the location information by obtaining on-board speed sensors, doppler radar in combination with absolute location beacons (passive beacons), which the train then transmits to ZC over a wireless network.
And the ZC determines a protection area according to the operation parameters, wherein the protection area comprises all possible operation paths of the train. Specifically, after the train collides with the obstacle, the train may continue to run on the current running route along the current running direction, for example, when the collision amplitude is small, the possible running path is a forward section along the current running direction at the current position information on the current route at this time; or when the collision amplitude is slightly larger, the train is rebounded after collision, namely, the train runs in the reverse direction of the current running direction, and the possible running path is a backward section of the current route; alternatively, when the collision amplitude is large, so that the first train is derailed, the possible travel path is a forward or backward section of the adjacent line.
Therefore, when the protection area is determined, all possible operation paths of the first train on the current line or the adjacent line are searched section by section according to the position information and the operation direction, and then the protection area is determined according to the possible operation paths.
And 103, sending an emergency braking instruction to the train located in the protection area and/or sending a movement authorization instruction excluding the protection area to the train located outside the protection area.
After the protection area is determined, an emergency braking instruction is sent to the train located in the protection area, and the train in the protection area is prevented from continuously running and colliding with the first train and the obstacle.
And/or sending a moving authorization instruction excluding the protection area to the train outside the protection area, so as to prevent the train outside the protection area from entering the protection area, wherein the Moving Authorization (MA) is the maximum distance for allowing the train to run under any condition. In general, when a ZC calculates an MA, it determines an operation authority of a train according to route information, line data, and temporary speed limit information provided by a Computer Interlocking (CI) system.
In the above embodiment of the present invention, after receiving an obstacle signal sent by a first train and used for indicating that the first train monitors an obstacle, a zone controller obtains an operation parameter of the first train; determining a protection area of the first train according to the operation parameters, sending an emergency braking instruction to the train located in the protection area and/or sending a movement authorization instruction excluding the protection area to the train located outside the protection area, and realizing automatic processing of an obstacle mechanism when an obstacle signal is received; the method does not depend on manual processing, and can be suitable for a detection blind area of an FAO system; and the possible running paths of the train on the current line and the adjacent line can be automatically searched, a protection area is established, the train in the protection area is prevented from being influenced, or other trains drive into the protection area of the train, and the influence of obstacles on the running of the track system is reduced. The embodiment of the invention solves the problem of limitation of an obstacle processing mechanism in urban rail transit in the prior art.
Fig. 2 is a schematic flow chart illustrating a train operation control method according to another embodiment of the present invention.
As shown in fig. 2, the train operation control method provided in the embodiment of the present invention is applied to a zone controller, and specifically includes the following steps:
the method specifically comprises the following steps:
The first train is provided with a sensor for detecting an obstacle, and optionally, the sensor can be installed at a preset position of the train head, such as a bogie; the sensor may be a contact sensor or a probe sensor; after the sensor detects the obstacle, the first train sends an obstacle signal to the ZC of the zone where the first train is located.
After receiving the obstacle signal, the ZC may have collided with the obstacle, and in order to avoid collision or other dangerous situations between the obstacle and another train in the vicinity of the first train, the ZC starts an obstacle processing mechanism, acquires current position information and a running direction of the first train, and performs a subsequent processing operation according to the position information and the running direction.
Alternatively, the location information may be obtained from the train's on-board signal system, which determines the location information by obtaining an on-board speed sensor, doppler radar in combination with absolute location beacons (passive beacons), which the train then transmits to the ZC over a wireless network.
If the position information indicates that the first train is not separated from the track currently, determining a current line according to the position information, and searching all adjacent lines in the ZC control area according to the current line;
if the first train is determined to be separated from the track currently according to the position information and the preset track information, the current route can be determined according to the original position information before the current moment, namely the original position information before the obstacle is detected by the first train, the train normally runs before the obstacle is detected, and the route corresponding to the original position information is the current route.
The possible operation path is all possible operation paths of the first train after the current time, specifically, after the train collides with the obstacle, the train may continue to operate on the current operation line along the current operation direction, for example, when the collision amplitude is small, the possible operation path is a forward section along the current operation direction at the current position information on the current line at this time; or when the collision amplitude is slightly larger, the train is rebounded after collision, namely, the train runs in the reverse direction of the current running direction, and the possible running path is a backward section of the current route; alternatively, when the collision amplitude is large, so that the first train is derailed, the possible travel path is a forward or backward section of the adjacent line.
And step 204, combining the possible running paths to form a protective area.
Setting the boundary of the maximum area where the possible travel paths are merged as the boundary of the obstacle protection area, and establishing the obstacle protection area by the boundary by the ZC.
And step 205, sending an emergency braking instruction to the train located in the protection area and/or sending a movement authorization instruction excluding the protection area to the train located outside the protection area.
After the protection area is determined, an emergency braking instruction is sent to the train located in the protection area, and the train in the protection area is prevented from continuously running and colliding with the first train and the obstacle.
And/or sending an MA instruction for excluding the protection area to the train outside the protection area to prevent the train outside the protection area from entering the protection area, wherein the MA is the maximum distance for allowing the train to run under any condition. In general, when a ZC calculates an MA, the operation authority of a train is determined according to route information, line data and temporary speed limit information provided by a CI system.
Optionally, in this embodiment of the present invention, step 203 includes searching for a possible travel path on the current route, and/or searching for a possible travel path on the adjacent route.
Specifically, when searching for a possible travel path on the current route, at the position information on the current route, searching forward a path of a first preset distance in the travel direction as a possible travel path, and searching forward a path of a second preset distance in a reverse direction of the travel direction as a possible travel path; for example, after a train collides with an obstacle, the train may continue to run on the current running route in the current running direction; when the collision amplitude is smaller, the possible running path is a section which is forward along the current running direction at the current position information on the current line; or, when the collision amplitude is slightly larger, so that the train is bounced after the collision, namely, the train runs in the reverse direction of the current running direction, the possible running path is a backward section of the current route. The first preset distance and the second preset distance can be set according to the actual condition of the zone to which the ZC belongs.
When searching for a possible travel path on the adjacent line, determining an equivalent position of the position information and an equivalent travel direction of the travel direction on the adjacent line; the equivalent position is determined according to the position information, for example, for a case where the collision amplitude is large, the train may be derailed to an adjacent line, and at this time, at the equivalent position on the adjacent line, a route of a third preset distance is searched forward along the equivalent running direction as a possible running route, and a route of a fourth preset distance is searched forward along a reverse direction of the equivalent running direction as a possible running route, where the third preset distance and the fourth preset distance may be set according to an actual situation of a zone to which the ZC belongs.
Further, in this embodiment of the present invention, the step of determining the equivalent position of the position information and the equivalent moving direction of the moving direction on the adjacent line includes:
searching a position point closest to the position information on the adjacent line, such as an intersection point between a position information point and a vertical line segment of the adjacent line and the adjacent line, wherein the position point is the equivalent position;
and determining the equivalent running direction of the equivalent position on the adjacent line, wherein the equivalent running direction is a possible running direction of an included angle of the running direction within a preset included angle range, the running direction and the equivalent running direction are taken as two vectors, the preset included angle range can be 0-90 degrees, namely the included angle range of the two vectors is 0-90 degrees, and the two vectors are considered as the same direction.
Optionally, in an embodiment of the present invention, the step of obtaining the operation parameter of the first train includes:
and updating the operation parameters when the operation parameters are detected to be changed within a preset time limit.
If the operation parameters of the first train change within a short preset time, for example, the position information and the operation direction change, the ZC updates the operation parameters in time and finally updates the protection zone to ensure the driving safety of the rail transit system.
In the above embodiment of the present invention, after receiving an obstacle signal sent by a first train and used for indicating that the first train monitors an obstacle, a zone controller obtains an operation parameter of the first train; determining a protection area of the first train according to the operation parameters, sending an emergency braking instruction to the train located in the protection area and/or sending a movement authorization instruction excluding the protection area to the train located outside the protection area, and realizing automatic processing of an obstacle mechanism when an obstacle signal is received; the method does not depend on manual processing, and can be suitable for a detection blind area of an FAO system; and the possible running paths of the train on the current line and the adjacent line can be automatically searched, a protection area is established, the train in the protection area is prevented from being influenced, or other trains drive into the protection area of the train, and the influence of obstacles on the running of the track system is reduced.
The train operation control method according to the embodiment of the present invention is described above, and the train operation control device according to the embodiment of the present invention will be described below with reference to the accompanying drawings.
As shown in fig. 3, the train operation control device provided in the embodiment of the present invention is applied to a zone controller, and the device includes:
the parameter acquiring module 301 is configured to acquire an operation parameter of a first train after receiving an obstacle signal sent by the first train and used for indicating that the first train monitors an obstacle; wherein the operation parameters at least comprise position information and an operation direction.
The first train is provided with a sensor for detecting an obstacle, and optionally, the sensor can be installed at a preset position of the train head, such as a bogie; the sensor may be a contact sensor or a probe sensor; after the sensor detects the obstacle, the first train sends an obstacle signal to the ZC of the zone where the first train is located.
After receiving the obstacle signal, the ZC may have collided with the obstacle, and in order to avoid collision or other dangerous situations between the obstacle and another train in the vicinity of the first train, the ZC starts an obstacle processing mechanism, acquires current position information and a running direction of the first train, and performs a subsequent processing operation according to the position information and the running direction.
Optionally, the operating parameter is an operating parameter of the first train at a time when the obstacle signal is detected; the location information may be obtained from the train's on-board signal system, which determines the location information by obtaining on-board speed sensors, doppler radar in combination with absolute location beacons (passive beacons), which the train then transmits to ZC over a wireless network.
An area determination module 302, configured to determine a protection area of the first train according to the operation parameter; the protection area is an area formed by a possible running path of the first train after the current moment, which is determined according to the position information and the running direction.
And the ZC determines a protection area according to the operation parameters, wherein the protection area comprises all possible operation paths of the train. Specifically, after the train collides with the obstacle, the train may continue to run on the current running route along the current running direction, for example, when the collision amplitude is small, the possible running path is a forward section along the current running direction at the current position information on the current route at this time; or when the collision amplitude is slightly larger, the train is rebounded after collision, namely, the train runs in the reverse direction of the current running direction, and the possible running path is a backward section of the current route; alternatively, when the collision amplitude is large, so that the first train is derailed, the possible travel path is a forward or backward section of the adjacent line.
Therefore, when the protection area is determined, all possible operation paths of the first train on the current line or the adjacent line are searched section by section according to the position information and the operation direction, and then the protection area is determined according to the possible operation paths.
The processing module 303 is configured to send an emergency braking instruction to a train located in the protection area and/or send a movement authorization instruction excluding the protection area to a train located outside the protection area.
After the protection area is determined, an emergency braking instruction is sent to the train located in the protection area, and the train in the protection area is prevented from continuously running and colliding with the first train and the obstacle.
And/or sending a movement authorization instruction for excluding the protection area to the train outside the protection area, so as to prevent the train outside the protection area from entering the protection area, wherein specifically, the MA is the farthest distance for allowing the train to run under any condition. In general, when a ZC calculates an MA, the operation authority of a train is determined according to route information, line data and temporary speed limit information provided by a CI system.
Optionally, in this embodiment of the present invention, the area determining module 302 includes:
the first determining submodule is used for determining the current line of the first train and the adjacent line of the current line according to the position information;
the second determining submodule is used for determining a possible running path of the first train after the current moment according to the running direction;
and the merging submodule is used for merging the possible operation paths to form a protection area.
Optionally, in this embodiment of the present invention, the second determining sub-module includes:
a first searching unit, configured to search, at the position information on the current route, a path of a first preset distance forward in the running direction as a possible running path, and a path of a second preset distance forward in a reverse direction of the running direction as a possible running path; and/or
A determination unit configured to determine an equivalent position of the position information and an equivalent travel direction of the travel direction on the adjacent line;
and the second searching unit is used for searching a path of a third preset distance forward along the equivalent running direction as a possible running path and searching a path of a fourth preset distance forward along the reverse direction of the equivalent running direction as a possible running path at the equivalent position on the adjacent line.
Optionally, in an embodiment of the present invention, the determining unit is configured to:
searching a position point closest to the position information on the adjacent line, wherein the position point is the equivalent position;
and determining the equivalent running direction of the equivalent position on the adjacent line, wherein the equivalent running direction is a possible running direction with an included angle of the running direction within a preset included angle range.
Optionally, in this embodiment of the present invention, the parameter obtaining module 301 includes:
and the parameter updating submodule is used for updating the operation parameters when detecting that the operation parameters change within a preset time limit.
In the above embodiment of the present invention, after receiving an obstacle signal sent by a first train and used for indicating that the first train monitors an obstacle, a parameter obtaining module 301 obtains an operation parameter of the first train; the area determining module 302 determines a protection area of the first train according to the operation parameters, the processing module 303 sends an emergency braking instruction to the train located in the protection area and/or sends a movement authorization instruction excluding the protection area to the train located outside the protection area, and when an obstacle signal is received, automatic processing of an obstacle mechanism is realized; the method does not depend on manual processing, and can be suitable for a detection blind area of an FAO system; and the possible running paths of the train on the current line and the adjacent line can be automatically searched, a protection area is established, the train in the protection area is prevented from being influenced, or other trains drive into the protection area of the train, and the influence of obstacles on the running of the track system is reduced.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
An example is as follows:
fig. 4 illustrates a physical structure diagram of a server, and as shown in fig. 4, the server may include: a processor (processor)410, a communication Interface 420, a memory (memory)430 and a communication bus 440, wherein the processor 410, the communication Interface 420 and the memory 430 are communicated with each other via the communication bus 440. The processor 410 may call logic instructions in the memory 430 to perform the following method:
the method comprises the steps of obtaining operation parameters of a first train after receiving an obstacle signal which is sent by the first train and used for indicating the first train to monitor an obstacle; wherein the operation parameters at least comprise position information and an operation direction;
determining a protection area of the first train according to the operation parameters; the protection area is an area formed by a possible running path of the first train after the current moment, which is determined according to the position information and the running direction;
and sending an emergency braking instruction to the train located in the protection area and/or sending a movement authorization instruction excluding the protection area to the train located outside the protection area.
In addition, the logic instructions in the memory 430 may be implemented in the form of software functional units and stored in a computer readable storage medium when the software functional units are sold or used as independent products. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
Claims (10)
1. A train operation control method is applied to a zone controller, and is characterized by comprising the following steps:
the method comprises the steps of obtaining operation parameters of a first train after receiving an obstacle signal which is sent by the first train and used for indicating the first train to monitor an obstacle; wherein the operation parameters at least comprise position information and an operation direction;
determining a protection area of the first train according to the operation parameters; the protection area is an area formed by a possible running path of the first train after the current moment, which is determined according to the position information and the running direction;
and sending an emergency braking instruction to the train located in the protection area and/or sending a movement authorization instruction excluding the protection area to the train located outside the protection area.
2. The method of claim 1, wherein said step of determining a zone of protection for said first train based on said operational parameters comprises:
determining a current route of the first train and an adjacent route of the current route according to the position information;
determining a possible running path after the current moment of the first train according to the running direction;
and combining the possible running paths to form a protective area.
3. The method of claim 2, wherein the step of determining a likely travel path after the current time of the first train based on the travel direction comprises:
at the position information on the current line, searching a path with a first preset distance forward along the running direction as a possible running path, and searching a path with a second preset distance forward along the reverse direction of the running direction as a possible running path; and/or
Determining an equivalent position of the position information and an equivalent running direction of the running direction on the adjacent line;
at the equivalent position on the adjacent line, searching a path of a third preset distance forward along the equivalent running direction as a possible running path, and searching a path of a fourth preset distance forward along the reverse direction of the equivalent running direction as a possible running path.
4. The method of claim 3, wherein the step of determining the equivalent position of the position information and the equivalent travel direction of the travel direction on the adjacent link comprises:
searching a position point closest to the position information on the adjacent line, wherein the position point is the equivalent position;
and determining the equivalent running direction of the equivalent position on the adjacent line, wherein the equivalent running direction is a possible running direction with an included angle of the running direction within a preset included angle range.
5. The method of any one of claims 1 to 4, wherein the step of obtaining operating parameters of the first train comprises:
and updating the operation parameters when the operation parameters are detected to be changed within a preset time limit.
6. A train operation control device applied to a zone controller is characterized by comprising:
the system comprises a parameter acquisition module, a parameter acquisition module and a parameter display module, wherein the parameter acquisition module is used for acquiring the operation parameters of a first train after receiving an obstacle signal which is sent by the first train and used for indicating the first train to monitor an obstacle; wherein the operation parameters at least comprise position information and an operation direction;
the area determining module is used for determining a protection area of the first train according to the operation parameters; the protection area is an area formed by a possible running path of the first train after the current moment, which is determined according to the position information and the running direction;
and the processing module is used for sending an emergency braking instruction to the train located in the protection area and/or sending a movement authorization instruction excluding the protection area to the train located outside the protection area.
7. The apparatus of claim 6, wherein the region determining module comprises:
the first determining submodule is used for determining the current line of the first train and the adjacent line of the current line according to the position information;
the second determining submodule is used for determining a possible running path of the first train after the current moment according to the running direction;
and the merging submodule is used for merging the possible operation paths to form a protection area.
8. The apparatus of claim 7, wherein the second determination submodule comprises:
a first searching unit, configured to search, at the position information on the current route, a path of a first preset distance forward in the running direction as a possible running path, and a path of a second preset distance forward in a reverse direction of the running direction as a possible running path; and/or
A determination unit configured to determine an equivalent position of the position information and an equivalent travel direction of the travel direction on the adjacent line;
and the second searching unit is used for searching a path of a third preset distance forward along the equivalent running direction as a possible running path and searching a path of a fourth preset distance forward along the reverse direction of the equivalent running direction as a possible running path at the equivalent position on the adjacent line.
9. An electronic device comprising a memory, a processor, a bus and a computer program stored on the memory and executable on the processor, the processor implementing the steps in the train operation control method according to any one of claims 1 to 5 when executing the program.
10. A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that: the program, when executed by a processor, implements the steps in the train operation control method according to any one of claims 1 to 5.
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