CN112124360A - Turnout conflict protection method, ITS, IVOC and VBTC system - Google Patents
Turnout conflict protection method, ITS, IVOC and VBTC system Download PDFInfo
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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
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
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Abstract
The embodiment of the application provides a turnout collision protection method, an ITS, an IVOC and a VBTC system, relates to the urban rail train control technology, and is used for overcoming train collision caused by turnout collision in the related technology. The method comprises the following steps: the method comprises the steps that an ITS receives a requisition request for requisition of a target turnout sent by an IVOC (integrated circuit) of a first train; the ITS carries out conflict detection on the target turnout according to the requisition request, and the ITS determines whether to return authorization to the IVOC of the first train or not according to the result of the conflict detection; wherein the IVOC of the first train locates a movement authorization MA outside the protected area of the target switch corresponding to the first train before receiving no authorization returned by the ITS.
Description
Technical Field
The application relates to an urban rail train control technology, in particular to a turnout collision protection method, an ITS, an IVOC and a VBTC system.
Background
With the rapid development of rail transit, the operation capacity of rail transit lines is continuously increased, and the use frequency of signal system equipment is increased. On the premise of ensuring driving safety and high reliability of equipment, it is the direction of future signal system development to simplify trackside equipment and station equipment and shorten Train running interval to the maximum extent, and a VBTC (Vehicle Based Train Control) system Based On Vehicle-to-Vehicle communication and with an IVOC (Intelligent Vehicle On-board Controller) as a core appears. The IVOC can autonomously perform path planning, path locking and front train identification according to an operation plan issued by the ITS, turnout information and train information sent by the OC, and then determine the movement authorization of the train.
In the VBTC system, the tail part of a front train of a rear train is a tracking target point, and the train interval is controlled in real time according to the dynamic state of the train. The rear vehicle can directly acquire the position of the front vehicle, and the acquired position information of the front vehicle is more accurate; compared with the vehicle-ground-vehicle communication, the vehicle-vehicle communication reduces communication delay and complexity of data flow, so that the determined mobile authorization is more timely and accurate.
However, in the VBTC system, when a train passes through a switch area, because the IVOC itself does not have all the planning information of the current day, the IVOC of the current train cannot perform conflict check on the switch, and thus the switch train is extremely easy to conflict.
Disclosure of Invention
The embodiment of the application provides a turnout collision protection method, an ITS, an IVOC and a VBTC system, which are used for overcoming train collision caused by turnout collision in the related technology.
A first aspect of an embodiment of the present application provides a switch collision protection method, including:
the method comprises the steps that an ITS receives a requisition request for requisition of a target turnout sent by an IVOC (integrated circuit) of a first train;
the ITS carries out conflict detection on the target turnout according to the requisition request, and the ITS determines whether to return authorization to the IVOC of the first train or not according to the result of the conflict detection; wherein the IVOC of the first train locates a movement authorization MA outside the protected area of the target switch corresponding to the first train before receiving no authorization returned by the ITS.
A second aspect of the embodiments of the present application provides an ITS for train intelligent monitoring, including:
the system comprises a receiving module, a display module and a control module, wherein the receiving module is used for receiving a demand request of a target turnout for demand of an on-board controller IVOC (integrated circuit) of a first train;
the first processing module is used for carrying out conflict detection on the target turnout according to the requisition request and determining whether to return authorization to the IVOC of the first train or not according to the result of the conflict detection; wherein the IVOC of the first train places a movement authorization MA outside a protection zone of the target switch corresponding to the first train before not receiving the authorization returned by the ITS.
A third aspect of the embodiments of the present application provides an onboard controller IVOC, including:
the sending module is used for sending a requisition request for requisition of a target turnout to the intelligent monitoring ITS of the train;
and the second processing module is used for setting the mobile authorization MA outside the corresponding protection area of the target turnout before receiving no authorization returned by the ITS.
The fourth aspect of the embodiments of the present application provides a train control VBTC system based on vehicle-to-vehicle communication, which includes:
the intelligent train monitoring ITS of any one of the preceding claims;
an on-board controller IVOC as claimed in any preceding claim, adapted to be provided on a train and communicatively coupled to the ITS.
The embodiment of the application provides a switch conflict protection method, ITS, IVOC and VBTC system, when current train commander uses the target switch in the place ahead, when current train does not receive ITS's mandate, current train will remove mandate MA and set up outside the corresponding protection zone of target switch, only current train is after receiving ITS returning mandate, just can apply for the use target switch to the OC, extend MA forward, so, can ensure that current train can not conflict with other trains, thereby do benefit to driving safety and do benefit to and avoid the influence of train conflict to operating efficiency.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
FIG. 1 is a circuit diagram of train 012003 and train 012001;
FIG. 2 is a schematic flow chart of a method provided in an exemplary embodiment;
FIG. 3 is a circuit diagram provided by an exemplary embodiment;
FIG. 4 is a circuit diagram of scenario one provided by an exemplary embodiment;
FIG. 5 is a circuit diagram of scenario two as provided by an exemplary embodiment;
FIG. 6 is a circuit diagram of scenario three provided by an exemplary embodiment;
FIG. 7 is a circuit diagram of scenario four provided by an exemplary embodiment;
FIG. 8 is a block diagram of the ITS provided by an exemplary embodiment;
FIG. 9 is a block diagram of the structure of an IVOC provided in an exemplary embodiment;
FIG. 10 is a block diagram of a VBTC provided in accordance with an exemplary embodiment.
Detailed Description
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
In the VBTC system, the tail part of a front train of a rear train is a tracking target point, and the train interval is controlled in real time according to the dynamic state of the train. The rear vehicle can directly acquire the position of the front vehicle, and the acquired position information of the front vehicle is more accurate; compared with the vehicle-ground-vehicle communication, the vehicle-vehicle communication reduces communication delay and complexity of data flow, so that the determined mobile authorization is more timely and accurate.
However, in the VBTC system, when a train passes through a switch area, because the IVOC itself does not have all the current day plan information, the IVOC cannot perform conflict check according to the train number sequence reaching the switch in the plan map, and thus the switch train conflicts are very easy, and the safety and the operation efficiency of the train are not facilitated.
For example, as shown in FIG. 1, it is planned that 012003 in FIG. 1 is the front vehicle and 021001 is the rear vehicle; when the ascending train 021001 is going to pass through the turnout 02, a reverse lock of the turnout 02 is required to be applied, at this time, if the descending train 012003 is still between the Disney station and the turnout 02, if 021001 applies the reverse lock of the turnout 02, the descending train 012003 cannot continuously pass through the turnout 02, and 021001 cannot reach the Disney station according to a plan due to the fact that a path of 012003 is occupied, so that two trains are blocked, the running of the trains is affected, and safety accidents are easily caused.
In order to overcome the above technical problems, embodiments of the present application provide a switch collision protection method, an ITS, an IVOC, and a VBTC system, where when a current train commandeers a front target switch, and when the current train does not receive an authorization command of the ITS (hereinafter, the authorization command is referred to as authorization for short), the current train sets a mobile authorization MA outside a corresponding protection area of the target switch, and only after the current train receives authorization returned by the ITS, the current train can apply for using the target switch to the OC and extend the MA forward, so that it can be ensured that the current train does not collide with other trains, thereby facilitating driving safety and avoiding influence of train collision on operation efficiency.
The method for controlling a switch resource lock based on an OC, the functions of the OC and the VBTC, and the implementation process provided in this embodiment are described below with reference to the accompanying drawings. It should be noted that: these examples are not intended to limit the scope of the present disclosure.
It should be noted that, in this embodiment:
a VBTC (Vehicle Based Train Control) system, which is a Train operation Control system Based on Vehicle-to-Vehicle communication; the method has the advantages of greatly simplifying trackside equipment, reducing the complexity of system and data interaction, reducing the maintenance cost of the system, further shortening the running time interval and improving the running efficiency.
The ITS (Intelligent transport System, train Intelligent monitoring System) is used for monitoring and commanding an all-line On-line train, sending a train operation plan to the IVOC (Intelligent Vehicle On-based Controller) or sending a degraded train path plan to the TMC, and is used for issuing use authorization of a trackside device to the IVOC or the TMC.
The IVOC is arranged on the train, is used for being in communication connection with other subsystems in the VBTC system such as an ITS (Object Controller) and an OC (Object Controller), and is used for realizing the functions of automatic protection, automatic driving and the like of the train.
An OC (Object Controller) for managing the trackside devices, the communication train table, and the lost communication train table.
As shown in fig. 2, the turnout collision protection method provided by this embodiment includes:
s101, an ITS receives a demand request for demanding a target turnout sent by an IVOC (integrated circuit) of a first train;
s102, the ITS carries out conflict detection on the target turnout according to the requisition request, and the ITS determines whether to return authorization to the IVOC of the first train or not according to the result of the conflict detection; before the IVOC of the first train does not receive the authorization returned by the ITS, the IVOC sets MA (Movement authorization) outside the protection area of the target switch corresponding to the first train.
When a first train is about to pass through a target turnout, an IVOC of the first train needs to apply for the use authorization of the target turnout to an ITS, when the IVOC of the first train receives the authorization that the ITS returns to agree to use, the IVOC of the first train sends a request for applying for the use of the target turnout to the OC, and after the IVOC of the first train receives the authorization that the OC returns to agree to apply, the first train can pass through the target turnout.
In step S101, the solicitation request sent by the IVOC of the first train may carry target switch information, where the target switch information includes an application location of the first train, which is beneficial for the ITS to accurately perform collision detection. The requested location for the first train may be a position fix or a position reversal. The positioning of the turnout refers to the common position of the turnout; the reverse position refers to the position of the turnout which is not commonly used; generally, the straight strand is set as the orientation, and the curved strand is set as the inversion. In other words, the position where the train can pass along a straight line is the positioning.
In step S102, the ITS starts collision detection on the corresponding target switch after receiving the solicitation request sent by the IVOC of the first train. For example, when the ITS determines that the route section of the first train and the route section of the second train have a junction region (overlap region) according to the route sections of the first train and the second train, it determines that the first train and the second train have a collision region, and the collision region includes the junction region.
When a conflict area exists between the route section of the first train and other trains, determining a requisition sequence by the ITS according to a preset authorization strategy, and returning authorization to the train passing first according to the requisition sequence; after the first passing train leaves the target switch and it is determined that the two trains do not conflict, the ITS returns authorization to the other train. Before the IVOC of the train does not receive the authorization returned by the ITS, the IVOC of the train places the MA outside the corresponding protection zone of the target switch. Illustratively, the end point of the MA of the train may be located at the edge of the corresponding protected area.
In a specific implementation, the line range corresponding to the protection area may be different in different scenes. In general, the protection zone should ensure that two trains do not collide or collide with each other. Generally, the zones of protection include at least the switch intrusion zone of the target switch. When the conflict area relates to a retrace path, the corresponding protection area should satisfy the stopping point of the train retrace, that is, the protection area should include the stopping point of the train retrace. Subsequent examples will be illustrated in conjunction with specific scenarios.
According to the turnout collision protection method provided by the embodiment, when the current train commands the target turnout in front, when the current train does not receive the authorization of the ITS, the current train moves the authorization MA to be arranged outside the corresponding protection area of the target turnout, only after the current train receives the authorization returned by the ITS, the application of the target turnout to the OC can be carried out, and the MA is extended forwards, so that the current train can be ensured not to collide with other trains, and the running safety is facilitated, and the influence of train collision on the running efficiency is avoided.
The route sections of the train are classified into a straight route and a return route. The following describes different cases.
When the route section of the first train comprises a retracing route, the retracing route comprises a plurality of target turnouts, and when the retracing route is converged with the route section of the second train at least one target turnout, the first train and the second train are determined to have a conflict area. The conflict area includes at least a junction of two train approach sections.
For example, when the route section of the second train is a straight route, the turnaround route of the first train merges at a target switch included in the straight route of the second train (see a second scenario shown below). When the route section of the second train is a turnaround path, the turnaround path of the first train meets the turnaround path of the second train at least two target switches (as shown in scenario three below).
When the route section of the first train includes a straight line path including a target switch, and the straight line path is merged with the turnaround path of the second train at the target switch, it is determined that there is a collision area between the first train and the second train (as shown in the following scenarios one and four).
After determining that there is a conflict area, the ITS decides the order in which to commander the target switches, i.e., the ITS determines the train that preferentially passes the target switches and returns the authorization to the train, and another train waits for authorization.
Specifically, after determining to return authorization to a first train according to the traveling plan information of the first train and a second train, the ITS generates conflict prompt information when receiving a requisition request of a requisition target turnout sent by an IVOC (interactive voice channel) of the second train, wherein the conflict prompt information is used for triggering a dispatching center to carry out corresponding prompt; the IVOC of the second train waits for the ITS to return authorization.
Illustratively, the ITS determines whether to return an authorization to the IVOC of the first train based on a result of the collision detection, including:
and the ITS determines that a conflict area exists between the first train and the second train, determines the order of the target turnout according to the running plan information of the first train and the second train when the target turnout is located in the conflict area, and returns the authorization according to the order of the order.
In this example, the ITS may optionally return authorization to a train that first passes the target switch according to the train plan. That is, according to the traveling plan information of the first train and the second train, the first train is determined to pass through the target turnout before the second train, and authorization is returned to the first train; after the first train exits the conflict area, the ITS returns authorization to the second train if it is determined that the first train does not conflict with the second train.
During specific implementation, according to a driving plan, when a first train passes through a target turnout before a second train, the second train approaches a conflict area before the first train, and after the second train sends an explication request to the ITS, the ITS can determine that the second train waits for the first train to pass through the target turnout or the second train passes through the target turnout first, and specifically can determine according to the running paths of the first train and the second train; for example, if the second train passes the target switch before the first train, which may result in the first train blocking death from the second train, the ITS determines that the second train waits for the first train to pass the target switch. The ITS may return authorization directly after the first train sends the requisition request when the first train approaches the conflict area before the second train.
As shown in the example of fig. 1, the IVOC of 02001 cannot perform collision detection by itself according to the train number order of arrival at the switch 02 in the plan map because the IVOC of 02001 does not have all the planned operation information on the day by itself. When the IVOC of 02001 needs to apply for the switch 02 lock to the ITS, the ITS checks that the application of the train 021001 for the switch 02 lock is not approved through conflict, and the application of the train 012003 for the switch 02 should be approved, so that the train 012003 passes through first, and no train exists between the switch 02 and the Disney, and then the application of the train 021001 can be approved.
Before the IVOC of the first train does not receive the authorization returned by the ITS, the method for setting the mobile authorization MA outside the protection area of the target switch corresponding to the first train includes:
when the first train commands the target turnout to be in the reverse position, the IVOC of the first train sets the MA outside the protection area of the target turnout corresponding to the first train before receiving the target turnout returned by the ITS and the authorization of the opposite turnout, so as to ensure the driving safety.
Specifically, when the first train commandeers the inverted shared lock of the target turnout, the IVOC of the first train receives the inverted shared lock authorization of the target turnout returned by the ITS, and before the IVOC of the first train receives the inverted shared lock authorization of the opposite turnout returned by the ITS, the MA is arranged outside the protection area of the target turnout corresponding to the first train, so as to ensure the driving safety.
When the first train commands the target turnout for exclusive use in the reverse position, the IVOC of the first train sets the MA outside the protection area of the target turnout corresponding to the first train before receiving the target turnout returned by the ITS and the authorization of the reverse position exclusive lock of the opposite turnout.
The shared lock can allow a plurality of trains to apply for use at the same time, and the exclusive lock only allows one train to apply for use.
For example, as shown in FIG. 3, line L1A turnout 1 is arranged; line L2A turnout 2 is arranged; when the turnout 1 and the turnout 2 are positioned in reverse positions, the line L can be connected1And line L2And (4) communicating. Suppose the first train is on route L1And in the upper driving mode, namely, the first train passes through the turnout 1, and the first train applies for the inversion of the turnout 1 to the ITS according to the running path of the first train.
In some examples, when the first train requests the ITS for the exclusive lock of switch 1 in the inverted position, the first train requests the ITS for the exclusive lock of switch 2 after the ITS returns the authorization of the exclusive lock of switch 1 in the inverted position, and the first train may request the OC for the use of switch 1 after the ITS returns the authorization of the exclusive lock of switch 2 to extend the MA of the first train forward. Of course, the first train may also simultaneously apply for exclusive locks for switch 1 and switch 2 from the ITS.
In other examples, when a first train solicits switch 1's inverted share lock from the ITS, the first train solicits switch 2's inverted share lock from the ITS after authorization of switch 1's inverted share lock returned by the ITS, and the first train may solicit switch 1's inverted share lock from the OC after authorization of switch 2's inverted share lock returned by the ITS, extending the first train's MA forward using switch 1 and switch 2. Of course, the first train may also request for switch B and switch E simultaneously from the ITS.
When a first train requests the ITS for the location of switch 1 according to ITS travel path, the first train may request only the location of switch 1.
In one possible implementation manner, after the ITS receives the solicitation request for soliciting the target switch sent by the IVOC of the first train, the method further includes:
when the first train is the first yard train, the ITS returns the authorization for agreeing to be used to the first yard train. That is, the first yard train passes through the switch prior to other trains. The main line operation train can be divided into a planning train, a head yard train and a manual train. The planned train refers to a train that runs according to a route and arrival and departure point information specified by an operation plan. The head train refers to a train which is not planned and has a destination, that is, a train with only a preset destination. A human vehicle refers to a train without an operation plan and a destination.
In the above example, the switch conflict prevention method includes:
when the ITS is abnormal in communication with the IVOC of the first train, the ITS generates abnormal prompt information, and the abnormal prompt information is used for triggering corresponding prompts;
and the first train receives an emergency braking instruction generated according to the abnormity prompt information of the ITS and applies emergency braking according to the emergency braking instruction.
During specific implementation, when the communication between the first train and the ITS is interrupted, the station interface maintains the position before the train number is interrupted, and the ITS generates abnormal prompt information for triggering a scheduling center to pop up a primary alarm. A worker of the dispatching center commands a first train to brake emergently through a dispatching telephone, and the first train is degraded into a degraded train; specifically, the staff of the dispatch center notifies the driver of the first train of Emergency braking via the dispatch telephone, and the driver of the first train may send an Emergency braking command to the first train via the driver console, and the first train applies Emergency Braking (EB) according to the Emergency braking command.
In order to further verify the method provided by the embodiment and the effectiveness and practicability, corresponding tests are carried out according to the method of the embodiment. Illustrated as one set of tests. The operation process is as follows: planned train numbers 2001 and 2002, wherein the planned departure time of 2001 is earlier than 2002, and the two planned travel paths are completely inconsistent; the test train is assigned a train number 2002, and the test train travels to the edge of the conflict area after leaving the warehouse 2002 to check the result that the two trains have different travel paths and the following train arrives at the conflict detection area first. And (3) testing results: the ITS gives authorization after receiving the application of the turnout for the train 2001; the train 2001 does not send a command to the OC to apply for a switch lock before receiving no authorization; the switch lock on the interface is successfully applied by the front vehicle.
It can be understood that: in the above examples, the parts of the present embodiment not described may adopt the common techniques in the art.
The following exemplifies the implementation process of the present embodiment with reference to a scenario.
Scenario one, as shown in fig. 4: the first train (the first train, which may be referred to as the first train for short) is on the line L1And the vehicle travels from the right side to the left side, and the current route section of the vehicle is a straight path comprising the target turnout B. Train B (second train, for short, second train) on line L2When the train runs from the left side to the right side, the train B is to be turned from the turnout E and the turnout B; its current route section is a turnaround path including target switch E and target switch B.
The route section of the first train (also referred to as the first intersection) and the route section of the second train (also referred to as the second intersection) are merged, and the merging starts at the point B. When the train A and the train B respectively pass through the traffic road A and the traffic road B, the order of the switch expropriation can influence the order of the two traffic trains after the two traffic trains are converged. Therefore, it is necessary to perform a collision check on the route DB and the return route EC.
With the method provided in this example, assume that a second car passes through target switch B before a first car according to the train operation plan. When the first vehicle does not receive the authorization returned by the ITS, the MA of the first vehicle should not cross the D point; the BD area is a protection area of the switch B corresponding to the first vehicle. After the second car receives the authorization returned by the ITS, namely the second car applies for the turnout lock, the MA of the first car still cannot cross the point D. The D point is arranged to meet the requirement of a stop point for turning back the train, and the stop point for turning back the second train extends forwards for a certain distance to ensure safe stopping.
Scenario two, as shown in fig. 5: first train is on line L1When the vehicle runs from the left side to the right side, the vehicle A is about to turn from the turnout B and the turnout E; its current route section is a turnaround path including target switch E and target switch B. Train B line L2Traveling from the left to the right, the current route section thereof is a straight path including the target switch E.
The route section of the first train (also referred to as the first intersection) and the route section of the second train (also referred to as the second intersection) are merged, and the merging starts at the point E. Therefore, it is necessary to perform a collision check on the route BB and the folded route DE.
With the method provided by this example, the MA of the first car should not cross point B when the first car does not receive authorization for switch B and switch E returned by the ITS. And when the second vehicle does not acquire the authorization of the turnout E, the MA of the second vehicle does not cross the point D. Wherein the DE area is a protection area of a turnout E corresponding to a second vehicle; the point D can be arranged at the starting point of a turnout intrusion area to prevent the train from side rushing; the distance corresponding to the DE zone may be greater than or equal to the distance that prevents train side-rush, i.e., the distance of switch E to the stopping point of the oncoming train.
Scenario three, as shown in fig. 6: first train is on line L1The first vehicle is about to turn from the turnout B and the turnout D when the first vehicle runs from the right side to the left; its current route section is a turnaround path including target switch D and target switch B. Train B line L2When the vehicle runs from the left side to the right, the vehicle B is to turn from the turnout D and the turnout B, and the current route section is a turn-back path comprising the target turnout D and the target turnout B.
The route section of the train A (also called as a cross road A) and the route section of the train B (also called as a cross road B) are turned back through the turnout D and the turnout B. If the return path AF is transacted for the first vehicle and the return path CE is transacted for the second vehicle, a deadlock relationship is formed. Therefore, it is necessary to detect the collision of the folding back path AF with the folding back path CE.
By adopting the method provided by the example, when the switch B is imposed by the vehicle A, the ITS determines whether the switch B is imposed by the vehicle A according to the train operation plan of the vehicle A and the vehicle B; and if the first vehicle passes through the second vehicle before the second vehicle passes through the first vehicle according to the driving plan, the ITS authorizes the first vehicle firstly, and if not, a conflict prompt window is popped up and is determined by the staff of the dispatching center. If the first vehicle has acquired the authorization of the turnout B, when the second vehicle applies for the expropriation of the turnout D, and the second vehicle is turned back, the authorization of the second vehicle needs to be judged. If the first vehicle does not receive the authorization of the turnout B, the MA of the first vehicle cannot cross the point A; the second car must request for switch D, otherwise the MA of the second car can not cross point C. And the point A and the point C respectively correspond to the starting points of corresponding turnout intrusion areas so as to reserve a certain distance for preventing the train from side-impact or XOFF. The XOFF distance includes the vehicle length and a certain margin.
Scene four, as shown in fig. 7: first train is on line L1And the vehicle travels from the right side to the left, and the current route section of the vehicle is a straight path comprising the target turnout B. Train B line L1When the vehicle runs from left to right, the vehicle B is to turn from the points B and E, and the current route section is a turn-back path comprising the target points B and E.
The route section of train a (which may also be referred to as cross a) meets the route section of train B (which may also be referred to as cross B) at switch B. When two trains pass through a traffic road A and a traffic road B respectively, the order of the turnout expropriation can influence the order of the two traffic trains after the two traffic trains are converged. Therefore, it is necessary to perform collision detection on the route DB and the return route EC.
By adopting the method provided by the example, when the first vehicle does not receive the authorization of the turnout B returned by the ITS, the MA of the first vehicle does not cross the point D; wherein the DB zone is the guard zone corresponding to the first car at switch B. When the second car does not receive the authorization of the turnout B returned by the ITS, the MA of the second car does not cross the point A; wherein the AB area is the guard area corresponding to the second car at switch B. The setting of the point D is to meet the requirement of a stop point of the return of the train, and the point D extends forwards for a certain distance according to the stop point so as to ensure that the train is ensured to stop at ATO; the setting of point a is similar to point D.
The embodiment further provides an intelligent train monitoring ITS for implementing at least part of the steps of the foregoing method embodiment, and the implementation process thereof may be the same as that of the foregoing embodiment, and is not described herein again.
As shown in fig. 8, the present embodiment further provides an ITS 10 for train intelligent monitoring, which includes:
the receiving module 11 is configured to receive a demand request for demanding a target turnout by an onboard controller IVOC of a first train;
the first processing module 12 is configured to perform conflict detection on the target turnout according to the requisition request, and determine whether to return authorization to the IVOC of the first train according to a result of the conflict detection; wherein the IVOC of the first train places the movement authorization MA outside the protected area of the target switch corresponding to the first train before not receiving the authorization returned by the ITS 10.
In one possible implementation manner, the first processing module 12 is specifically configured to:
and determining that a conflict area exists between the first train and the second train when the access section of the first train and the access section of the second train have a convergence area according to the access sections of the first train and the second train, wherein the conflict area comprises the convergence area.
In one possible implementation manner, the first processing module 12 is specifically configured to:
determining that there is a conflict zone between the first train and the second train when the route segment of the first train includes a turnaround path that merges with the route segment of the second train at the at least one target switch.
In one possible implementation manner, the first processing module 12 is specifically configured to:
when the route section of the first train comprises a straight line path, the straight line path comprises a target turnout, and the straight line path is converged with the turn-back path of the second train at the target turnout, it is determined that a conflict area exists between the first train and the second train.
In one possible implementation manner, the first processing module 12 is specifically configured to:
in one possible implementation manner, the first processing module 12 is further configured to:
and when the first train and the second train have a conflict area and the target turnout is located in the conflict area, determining the order of the target turnout according to the running plan information of the first train and the second train, and returning the authorization according to the order of the order.
And according to the running plan information of the first train and the second train, determining that the first train passes through the target turnout before the second train, and returning authorization to the first train.
And after the first train exits the conflict area, returning the feedback right to the second train.
In one possible implementation manner, the first processing module 12 is further configured to:
after determining that authorization is returned to the first train according to the running plan information of the first train and the second train, generating conflict prompt information when receiving a demand request of a demand target turnout sent by the IVOC of the second train, wherein the conflict prompt information is used for triggering corresponding prompt.
In one possible implementation manner, the first processing module 12 is further configured to:
when the first train is the first yard train, the ITS returns the authorization for agreeing to be used to the first yard train.
In one possible implementation manner, the first processing module 12 is further configured to:
when the ITS is abnormal in communication with the IVOC of the first train, the ITS generates abnormal prompt information, and the abnormal prompt information is used for triggering corresponding prompts.
The present embodiment further provides an on-board controller IVOC for implementing at least part of the steps of the foregoing method embodiments, and the implementation process thereof may be the same as that of the foregoing embodiments, and is not described herein again.
As shown in fig. 9, the present embodiment further provides an onboard controller IVOC 20, including:
the sending module 21 is configured to send a requisition request for requisition of a target turnout to the train intelligent monitoring ITS;
and the second processing module 22 is configured to set the mobile authorization MA outside the corresponding protection area of the target switch before receiving no authorization returned by the ITS.
In one possible implementation manner, the second processing module 22 is specifically configured to:
when the first train commands the target turnout to be in the reverse position, the MA is arranged outside the protection area of the target turnout corresponding to the first train before receiving the target turnout returned by the ITS and the authorization of the opposite turnout.
In one possible implementation manner, the second processing module 22 is specifically configured to:
when the first train commands the exclusive lock of the target turnout in the reverse position, the MA is arranged outside the protection area of the target turnout corresponding to the first train before receiving the authorization of the reverse exclusive lock of the target turnout and the opposite turnout returned by the ITS.
In one possible implementation manner, the second processing module 22 is specifically configured to:
when the route section of the first train comprises a retrace path, the retrace path of the first train comprises a plurality of target switches, and the MA is arranged outside a corresponding protection area close to the target switches of the first train before receiving the authorization of each target switch returned by the ITS.
In one possible implementation manner, the second processing module 22 is specifically configured to:
the route segment of the first train comprises a straight path comprising the target switch, and the MA is positioned outside a corresponding protection zone near the target switch of the first train before receiving authorization of the target switch returned by the ITS.
In one possible implementation manner, the second processing module 22 is specifically configured to:
upon receiving authorization returned by the ITS, the object controller OC is applied for operation of the target switch, extending the MA of the first train forward.
In one possible implementation manner, the second processing module 22 is further configured to:
and receiving an emergency braking instruction generated according to the abnormity prompt information of the ITS, and applying emergency braking according to the emergency braking instruction.
As shown in fig. 10, the present embodiment further provides a train control VBTC system based on vehicle-to-vehicle communication, including:
an ITS 10, such as in any of the preceding examples;
an onboard controller IVOC 20 for locating on a train and communicatively coupled to an ITS, such as the IVOC in any of the preceding examples.
It should be noted that: unless specifically stated otherwise, the relative steps, numerical expressions, and values of the components and steps set forth in these embodiments do not limit the scope of the present invention. In all examples shown and described herein, unless otherwise specified, any particular value should be construed as merely illustrative, and not restrictive, and thus other examples of example embodiments may have different values.
The flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagrams may represent a unit, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (18)
1. A switch collision protection method is characterized by comprising the following steps:
the method comprises the steps that an ITS receives a requisition request for requisition of a target turnout sent by an IVOC (integrated circuit) of a first train;
the ITS carries out conflict detection on the target turnout according to the requisition request, and the ITS determines whether to return authorization to the IVOC of the first train or not according to the result of the conflict detection; wherein the IVOC of the first train locates a movement authorization MA outside the protected area of the target switch corresponding to the first train before receiving no authorization returned by the ITS.
2. The method according to claim 1, wherein the ITS performs collision detection on the target switch based on the solicitation request, comprising:
the ITS determines that a conflict area exists between the first train and the second train when determining that the access section of the first train and the access section of the second train have a convergence area according to the access sections of the first train and the second train, wherein the conflict area comprises the convergence area.
3. The method according to claim 1, wherein the ITS performs collision detection on the target switch based on the solicitation request, comprising:
determining that a conflict area exists between the first train and the second train when the route segment of the first train comprises a retrace path that merges with the route segment of the second train at least one target switch.
4. The method according to claim 1, wherein the ITS performs collision detection on the target switch based on the solicitation request, comprising:
determining that a conflict zone exists between the first train and the second train when the route section of the first train comprises a straight line path comprising a target switch at which the straight line path merges with a turnaround path of the second train.
5. The method of claim 1, wherein the ITS determining whether to return an authorization to the IVOC of the first train based on the result of the collision detection comprises:
and the ITS determines that a conflict area exists between the first train and the second train, determines the order of calling the target turnout according to the traveling plan information of the first train and the second train when the target turnout is located in the conflict area, and returns authorization according to the order of calling.
6. The method of claim 5, wherein the determining an order of solicitation for the target switch based on the trip plan information for the first and second trains, and returning authorization based on the order of solicitation comprises:
determining that the first train passes through the target turnout before the second train according to the running plan information of the first train and the second train, and returning authorization to the first train;
and after the first train exits the conflict area, returning the feedback right to the second train.
7. The method of claim 5, further comprising:
and after determining that authorization is returned to the first train according to the running plan information of the first train and the second train, when the ITS receives a requisition request for requisition of a target turnout sent by the IVOC of the second train, the ITS generates conflict prompt information, wherein the conflict prompt information is used for triggering corresponding prompt.
8. The method of claim 1, wherein the IVOC of the first train locating a Mobile Authorization (MA) outside the protected area of the target switch corresponding to the first train before not receiving the authorization returned by the ITS, comprising:
when the first train commands that the target switch is in reverse position, the IVOC of the first train sets MA outside the protection area of the target switch corresponding to the first train before receiving the target switch and the authorization of the opposite side switch returned by the ITS.
9. The method of claim 1, wherein the IVOC of the first train locating a Mobile Authorization (MA) outside the protected area of the target switch corresponding to the first train before not receiving the authorization returned by the ITS, comprising:
when the first train commands the exclusive lock of the reverse position of the target turnout, the IVOC of the first train sets the MA outside the protection area of the target turnout corresponding to the first train before receiving the authorization of the reverse position exclusive lock of the target turnout and the opposite turnout returned by the ITS.
10. The method of claim 1, wherein the IVOC of the first train locating a Movement Authorization (MA) outside the protected area of the target switch corresponding to the first train prior to receiving the authorization returned by the ITS, comprising:
when the route section of the first train comprises a retrace path, the retrace path of the first train comprises a plurality of target switches, and the IVOC of the first train sets the MA outside a corresponding protection zone close to the target switches of the first train before receiving authorization of each target switch returned by the ITS.
11. The method of claim 1, wherein the IVOC of the first train locating a Movement Authorization (MA) outside the protected area of the target switch corresponding to the first train prior to receiving the authorization returned by the ITS, comprising:
the method further includes, at the route segment of the first train, including a straight path that includes the target switch, the IVOC of the first train locating MAs outside of a corresponding guarded area of the target switch proximate the first train prior to receiving the authorization of the target switch returned by the ITS.
12. The method according to claim 1, further comprising, after the ITS receives an requisition request for requisition of a target switch sent by the IVOC of the first train:
and when the first train is the head yard train, the ITS returns the authorization for agreeing to use to the head yard train.
13. The method according to any one of claims 1-12, further comprising, after the ITS receives an requisition request for requisition of a target switch sent by the IVOC of the first train:
when the IVOC of the first train receives the authorization returned by the ITS, the IVOC of the first train applies for operation of the target switch from the object controller OC, extending the MA of the first train forward.
14. The method of any one of claims 1-12, further comprising:
and when the ITS is abnormal in the IVOC communication with the first train, the ITS generates abnormal prompt information, wherein the abnormal prompt information is used for triggering corresponding prompts.
15. The method of claim 14, further comprising:
and the first train receives an emergency braking instruction generated according to the abnormity prompt information of the ITS, and applies emergency braking according to the emergency braking instruction.
16. An intelligent train monitoring ITS, comprising:
the system comprises a receiving module, a display module and a control module, wherein the receiving module is used for receiving a demand request of a target turnout for demand of an on-board controller IVOC (integrated circuit) of a first train;
the first processing module is used for carrying out conflict detection on the target turnout according to the requisition request and determining whether to return authorization to the IVOC of the first train or not according to the result of the conflict detection; wherein the IVOC of the first train places a movement authorization MA outside a protection zone of the target switch corresponding to the first train before not receiving the authorization returned by the ITS.
17. An onboard controller (IVOC), comprising:
the sending module is used for sending a requisition request for requisition of a target turnout to the intelligent monitoring ITS of the train;
and the second processing module is used for setting the mobile authorization MA outside the corresponding protection area of the target turnout before receiving no authorization returned by the ITS.
18. A train control VBTC system based on vehicle-to-vehicle communication, comprising:
the intelligent train monitoring ITS of claim 16;
the on-board controller IVOC of claim 17, configured to be mounted on a train and communicatively coupled to the ITS.
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| CN202010911440.8A CN112124360A (en) | 2020-09-02 | 2020-09-02 | Turnout conflict protection method, ITS, IVOC and VBTC system |
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| CN202010911440.8A CN112124360A (en) | 2020-09-02 | 2020-09-02 | Turnout conflict protection method, ITS, IVOC and VBTC system |
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