CN112319560A - Train control method, device and storage medium - Google Patents
Train control method, device and storage medium Download PDFInfo
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- CN112319560A CN112319560A CN202110000784.8A CN202110000784A CN112319560A CN 112319560 A CN112319560 A CN 112319560A CN 202110000784 A CN202110000784 A CN 202110000784A CN 112319560 A CN112319560 A CN 112319560A
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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
- 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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Abstract
The embodiment of the application provides a train control method, a train control device and a storage medium, which are applied to the technical field of rail transit, wherein the method comprises the following steps: if the current movement authorization of the train in the control area of the first trackside ATP meets the reaching boundary point, periodically sending a movement authorization request to the second trackside ATP; when a target mobile authorization returned by the second trackside ATP aiming at the mobile authorization request is received, expanding the current mobile authorization according to the target mobile authorization to obtain an expanded mobile authorization, and enabling the expanded mobile authorization to be smaller than or equal to the superposition of the current mobile authorization and the target mobile authorization; the control train passes through the control area of the first trackside ATP and enters the control area of the second trackside ATP in accordance with the extended movement authority. The application can improve the passing stability and safety of the train in two adjacent control areas.
Description
Technical Field
The embodiment of the application relates to the technical field of rail transit, in particular to a train control method, a train control device and a storage medium.
Background
With the rapid development of communication technology, especially radio technology, train operation control systems based on communication technology are being researched. Among them, the CBTC (Communication Based Train Control System) System can realize bidirectional Communication between a Train and ground equipment by using a Communication network, and has a large amount of transmission information, a high transmission speed, and easy realization of a mobile automatic block System.
In the CBTC system, two adjacent trackside ATP (Automatic Train Protection) systems may mutually transmit movement authorization of trains in their own areas, so that the trains can smoothly pass through the boundary areas of the control areas of the two trackside ATP systems. However, in the event of a communication interruption between the two trackside ATP systems, the train will not be able to smoothly pass through the boundary area.
Disclosure of Invention
In view of the above, embodiments of the present application provide a train control method, a train control device, an electronic device, a computer-readable storage medium, and a computer program, so as to overcome the defect of low stationarity when a train passes through a boundary area of two adjacent trackside ATP systems in the prior art.
According to a first aspect of embodiments of the present application, there is provided a train control method, including:
if the current movement authorization of the train in the control area of the first trackside train automatic protection system meets the boundary point of the control area of the first trackside train automatic protection system and the control area of the second trackside train automatic protection system, periodically sending a movement authorization request to the second trackside train automatic protection system on the basis of establishing communication connection with the second trackside train automatic protection system;
receiving target movement authorization of the train in a control area of the second trackside train automatic protection system, which is returned by the second trackside train automatic protection system aiming at the movement authorization request;
expanding the current movement authorization of the train in a control area of a first trackside train automatic protection system according to the target movement authorization, so that the obtained expanded movement authorization is smaller than or equal to the superposition of the current movement authorization and the target movement authorization;
and controlling the train to pass through the control area of the first trackside train automatic protection system according to the extended mobile authorization and enter the control area of the second trackside train automatic protection system.
In the train control method according to the embodiment of the application, if the current movement authorization of the train in the control area of the first trackside train automatic protection system meets the requirement of reaching the boundary point, it indicates that the train can reach the boundary point of the control area of the first trackside ATP system and the control area of the second trackside ATP system. At this time, since the communication connection is already established with the first trackside ATP system and further communicates with the second trackside ATP system, the trains are controlled to smoothly enter one control area from the other control area by acquiring the movement authorization sent by the two trackside ATP systems. On the one hand, since the first trackside ATP system and the second trackside ATP system do not need to send the movement authorization of the train to each other, even if the communication between the two is interrupted, the train can smoothly enter the other control area from one control area. On the other hand, because the communication connection is established with the second trackside ATP system before the second trackside ATP system enters the control area of the second trackside ATP system, the second trackside ATP system can know in advance under the condition that the second trackside ATP system fails, the train can not be stopped emergently, and the running stability of the train is improved.
In an optional embodiment, before the establishing of the communication connection with the second wayside train automatic protection system, the method further comprises:
acquiring the position information of the train in a control area of a first trackside train automatic protection system;
and establishing the communication connection with the second trackside train automatic protection system based on the position information if the train is determined to enter the boundary area of the control area of the first trackside train automatic protection system.
In the embodiment of the application, when the train enters the boundary area of the control area of the first trackside ATP system, it indicates that the train is about to reach the boundary point of the control area of the first trackside ATP system and the control area of the second trackside ATP system, and at this time, the train establishes communication connection with the second trackside ATP system, so that the problem that the communication connection with the second trackside ATP system is established prematurely and resources are wasted can be avoided.
In an optional embodiment, the train control method further comprises:
upon detecting that the train has fully entered the control area of the second trackside ATP system, ceasing to send the mobile authorization request to the second trackside ATP system and disconnecting communication with the first trackside ATP system.
In the embodiment of the application, because the train completely enters the control area of the second trackside ATP system, the first trackside ATP system does not need to send the movement authorization of the train in the first trackside ATP system to the vehicle-mounted ATP system any more, so that the vehicle-mounted ATP system can be disconnected from the first trackside ATP system in a communication mode, and only communicates with the second trackside ATP system. In addition, since the train movement authorization transmitted by the second trackside ATP system in the control area of the second trackside ATP system can be directly received, the vehicle-mounted ATP system does not need to transmit the movement authorization request to the second trackside ATP system.
In an optional embodiment, the train control method further comprises:
controlling the train to stop before a boundary point of a control area of the first trackside ATP system and a control area of the second trackside ATP system when the target movement authorization returned by the second trackside ATP system is not received, or,
switching the control mode of the train from a current control mode to a target control mode, and passing through a control area of the second trackside ATP system in the target control mode, wherein the level of the target control mode is lower than that of the current control mode.
In the embodiment of the present application, when the authorization for movement of the target returned by the second trackside ATP system is not received, it indicates that the second trackside ATP system may have a failure, and at this time, the train may be stopped before the boundary point, or the control mode of the train may be switched to a lower-level control mode without stopping the train urgently.
In an optional embodiment, the train control method further comprises:
upon detecting that the train has fully entered the control area of the second trackside ATP system, controlling the train to pass through the control area of the second trackside ATP system in accordance with the movement authorization received from the second trackside ATP system.
In this manner, the train may receive control of the second trackside ATP system within the control area of the second trackside ATP system.
In an alternative embodiment, the mobile authorization request includes: a mobile authorization provided by the first trackside ATP system, the target mobile authorization determined based on a preset mobile authorization and the mobile authorization provided by the first trackside ATP system.
In this manner, the second trackside ATP system may be aware of the movement authorization that the first trackside ATP system has provided, and calculate the remaining movement authorization of the train, i.e., the target movement authorization, based on the preset movement authorization.
According to a second aspect of embodiments of the present application, there is provided a train control device including:
the request sending module is used for periodically sending a mobile authorization request to the second trackside train automatic protection system on the basis of establishing communication connection with the second trackside train automatic protection system if the current mobile authorization of the train in the control area of the first trackside train automatic protection system meets the boundary point of the control area of the first trackside train automatic protection system and the control area of the second trackside train automatic protection system;
a mobile authorization receiving module, configured to receive a target mobile authorization of the train, returned by the second wayside train automatic protection system for the mobile authorization request, in a control area of the second wayside train automatic protection system;
the mobile authorization extension module is used for extending the current mobile authorization of the train in a control area of the automatic train protection system beside the first track according to the target mobile authorization, so that the obtained extended mobile authorization is smaller than or equal to the superposition of the current mobile authorization and the target mobile authorization;
and the control module is used for controlling the train to pass through the control area of the first trackside train automatic protection system according to the extended movement authorization and enter the control area of the second trackside train automatic protection system.
In an optional embodiment, the train control device further includes:
the position information acquisition module is used for acquiring the position information of the train in a control area of the automatic train protection system beside the first track;
and the connection establishing module is used for establishing the communication connection with the second trackside train automatic protection system based on the position information if the train is determined to enter the boundary area of the control area of the first trackside train automatic protection system.
In an alternative embodiment, the control module is further configured to disconnect communication from the first trackside ATP system upon detecting that the train has fully entered the control area of the second trackside ATP system;
the request sending module is further configured to stop sending the mobile authorization request to the second trackside ATP system when it is detected that the train completely enters the control area of the second trackside ATP system.
In an optional embodiment, the control module is further configured to control the train to stop before a boundary point between the control area of the first trackside ATP system and the control area of the second trackside ATP system when the authorization for target movement returned by the second trackside ATP system is not received, or,
switching the control mode of the train from a current control mode to a target control mode, and passing through a control area of the second trackside ATP system in the target control mode, wherein the level of the target control mode is lower than that of the current control mode.
In an alternative embodiment, the control module is further configured to, upon detecting that the train has fully entered the control area of the second trackside ATP system, control the train to pass through the control area of the second trackside ATP system in accordance with the movement authorization received from the second trackside ATP system.
In an alternative embodiment, the mobile authorization request includes: the target movement authorization is determined based on preset movement authorization and the movement authorization provided by the first trackside train automatic protection system.
According to a third aspect of embodiments of the present application, there is provided an electronic apparatus, including: a processor; and a memory configured to store computer executable instructions that, when executed, cause the processor to implement the method of the first aspect described above.
According to a fourth aspect of embodiments herein, there is provided a computer-readable storage medium having stored thereon computer-executable instructions that, when executed, implement the method of the first aspect described above.
According to a fifth aspect of the present application, there is provided a computer program comprising computer-executable instructions that, when executed, cause at least one processor to perform the method of the first aspect described above.
Drawings
Some specific embodiments of the present application will be described in detail hereinafter by way of illustration and not limitation with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:
FIG. 1 is a flow chart of a train control method in an embodiment of the present application;
FIG. 2 is a schematic diagram of a control area of a train located at a first trackside ATP system in an implementation of the present application;
FIG. 3 is a further schematic illustration of a train located in a control area of a first trackside ATP system in an implementation of the present application;
FIG. 4 is a further schematic illustration of a train located in the control area of the first trackside ATP system in an implementation of the present application;
FIG. 5 is an interactive flowchart of a train control method according to an embodiment of the present application;
FIG. 6 is a schematic diagram of a control area of a train located at a second trackside ATP system in an implementation of the present application;
FIG. 7 is a schematic diagram of a configuration of a train control apparatus according to an embodiment of the present application;
fig. 8 is a schematic structural diagram of an electronic device in an embodiment of the present application.
List of reference numerals:
s110, S120, S130, S140, S510, S520, S530, S540, S550, S560, S570
200 boundary points
210 first trackside ATP System
220 second trackside ATP System
230 first boundary region
240 second boundary area
500 vehicle ATP system
700 train control device
710 request sending module
720 mobile authorization receiving module
730 mobile authorization extension module
740 control module
800 electronic device
802 processor
804 communication interface
806 memory
808 communication bus
And 810.
Detailed Description
The following further describes specific implementations of embodiments of the present application with reference to the drawings of the embodiments of the present application.
At present, when a train passes through a boundary area of control areas of two trackside ATP systems, in order to ensure the running safety of the train, an interaction area may be respectively arranged in the control areas of two adjacent trackside ATP systems. The two trackside ATP systems periodically transmit information of respective interaction areas (for example, whether trains occupy, switch states, and the like in the interaction areas) to each other, and transmit information of trains (for example, reports of train positions and the like) in the respective interaction areas to each other.
The ATP can realize automatic speed limiting, stopping point protection, speed and distance measurement, platform screen door control, train positioning and the like of the train, and can prevent overspeed, collision and other dangerous conditions which can occur when the train runs. The first trackside ATP system and the second trackside ATP system are ground equipment, correspond to control areas and can control trains located in the control areas.
Assuming that a train is about to enter a control area of a second trackside ATP system from a control area of a first trackside ATP system, when the first trackside ATP system judges that the movement authority of the train reaches a boundary, a request is sent to the second trackside ATP system. Then, the second trackside ATP system calculates the movement authorization of the train, and returns the calculated movement authorization to the first trackside ATP system. The first trackside ATP system superposes the movement authorization of the train in the control area of the first trackside ATP system and the movement authorization returned by the second trackside ATP system, and sends the superposed movement authorization to the vehicle-mounted ATP system, so that the train can smoothly drive into the control area of the second trackside ATP system.
It can be seen that, in the above process, multiple information exchanges need to be performed between the first trackside ATP system and the second trackside ATP system, and if the connection between the first trackside ATP system and the second trackside ATP system is interrupted, the movement authorization cannot be sent between the first trackside ATP system and the second trackside ATP system, and the train will stop emergently.
In order to solve the problem, embodiments of the present application provide a train control method, a train control device, an electronic device, a computer-readable storage medium, and a computer program, which can smoothly move a train from a control area of a first trackside ATP system to a control area of a second trackside ATP system in a case where a connection between the two trackside ATP systems is interrupted.
Referring to fig. 1, fig. 1 is a flowchart of a train control method in an embodiment of the present application, which may include the following steps:
step S110, if the current movement authorization of the train in the control area of the first trackside train automatic protection system meets the boundary point between the control area of the first trackside train automatic protection system and the control area of the second trackside train automatic protection system, periodically sending a movement authorization request to the second trackside ATP system on the basis of establishing communication connection with the second trackside train automatic protection system.
The execution subject of the embodiment of the application can be a vehicle-mounted ATP system, namely ATP mounted on a train can move along with the movement of the train. Since the position of the train is changed all the time during the running process, the train control method according to the embodiment of the present application is introduced herein with reference to schematic diagrams of trains in various areas.
Referring to fig. 2, fig. 2 is a schematic diagram of a train located in the control area of the first trackside ATP system in the present application, where the train is located in the control area of the first trackside ATP system 210, but has not entered the boundary area of the control area of the first trackside ATP system 210, i.e., the first boundary area 230. At this time, the in-vehicle ATP system establishes a communication connection only with the first trackside ATP system 210, and uses the movement authorization transmitted from the first trackside ATP system 210 to travel. Wherein 200 is a boundary point between the control area of the first trackside ATP system 210 and the control area of the second trackside ATP system 220, and the second boundary area 240 is a boundary area of the control area of the second trackside ATP system 220. It should be noted that the mobile authorization in this application may include: moving distance information, speed limit information, the state of track equipment (such as turnout equipment, axle counter, signal machine and the like), and the like.
In an embodiment of the present application, the vehicle-mounted ATP may communicate with the first trackside ATP system 210, and obtain a movement authorization of the train in a control area of the first trackside ATP system 210. The current movement grant, i.e., the movement grant that the on-board ATP received from the first trackside ATP system 210. If the current movement authorization of the train in the control area of the first trackside ATP system 210 meets the boundary point 200 of reaching the control area of the first trackside ATP system 210 and the control area of the second trackside ATP system 220, it indicates that the train can reach the boundary point 200; otherwise, it indicates that there are other trains or other barriers in front of the train and the train cannot reach the boundary point 200. In the case where the train can reach the boundary point 200, at this time, although the train has not entered the control area of the second trackside ATP system 220, the on-board ATP system can establish a communication connection with the second trackside ATP system 220, so that the target movement authorization of the train at the second trackside ATP system 220 can be acquired in advance.
In an implementation manner of the application, position information of a train in a control area of an automatic train protection system beside a first rail can be obtained first; based on the location information, it is determined whether the train enters a boundary area of a control area of the first wayside train automatic protection system. And if the train is determined to enter the boundary area of the control area of the first trackside train automatic protection system, and the current movement authorization of the train in the control area of the first trackside train automatic protection system meets the requirement of reaching the boundary point of the control area of the first trackside train automatic protection system and the control area of the second trackside train automatic protection system, and then the communication connection is established with the second trackside train automatic protection system.
As shown in fig. 3, as the train moves forward, the train has already entered the first boundary area 230, and at this time, that is, when the train is about to enter the control area of the second trackside ATP system 220, the communication connection is established with the second trackside ATP system 220, so that the resource waste caused by the premature establishment of the communication connection with the second trackside ATP system 220 can be avoided.
During the movement of the train, the authorization for movement of the train within the control area of the first trackside ATP system 210 will be different for different times, as will the authorization for movement of the train within the control area of the second trackside ATP system 220. Therefore, in order to accurately determine the movement authorization of the train at different times, a movement authorization request may be periodically sent to the second trackside ATP system 220 to accurately acquire the movement authorization of the train in the control areas of the first trackside ATP system 210 and the second trackside ATP system 220, respectively.
And step S120, receiving the target movement authorization of the train returned by the second trackside ATP system aiming at the movement authorization request in the control area of the second trackside train automatic protection system.
In this embodiment, after receiving the movement authorization request sent by the vehicle-mounted ATP system, the second trackside ATP system 220 may determine the target movement authorization of the train in the control area of the second trackside ATP system 220, and return the target movement authorization to the vehicle-mounted ATP system.
Step S130, according to the target movement authorization, expanding the current movement authorization of the train in the control area of the automatic train protection system beside the first track, so that the obtained expanded movement authorization is smaller than or equal to the superposition of the current movement authorization and the target movement authorization.
Specifically, after receiving the target movement authorization, the vehicle-mounted ATP system may superimpose the current movement authorization and the target movement authorization of the train in the control area of the first trackside ATP system 210, so as to obtain the superimposed movement authorization. It can be understood that the movement authorization of the train cannot be greater than, i.e., can be smaller than, or equal to the superimposed movement authorization.
Step S140, the control train passes through the control area of the first trackside ATP system according to the extended movement authorization and enters the control area of the second trackside ATP system
It should be noted that, since the train may periodically send the movement authorization request to the second trackside ATP system 220 during the movement process, the target movement authorization periodically returned by the second trackside ATP system 220 may change along with the movement of the train. In addition, the current movement authorization sent by the first trackside ATP system 210 to the on-board ATP system may also change with the movement of the train. Accordingly, the extended movement authorization may also change as the train moves. Therefore, the train movement authorization changes during the process that the train passes through the control area of the first trackside ATP system according to the extended movement authorization. Referring to fig. 4, fig. 4 is another schematic diagram of a train in the control area of a first wayside ATP system in the practice of the present application, where the train has reached a boundary point 200 and after passing the boundary point 200, the train enters the control area of a second wayside ATP system.
As can be seen from the above process, since the train simultaneously establishes communication connections with the first trackside ATP system 210 and the second trackside ATP system 220, and combines the movement authorization sent by the first trackside ATP system 210 and the movement authorization sent by the second trackside ATP system 220, the train can smoothly enter the control area of the second trackside ATP system 220 from the control area of the first trackside ATP system 210.
In this embodiment, if the current movement authorization of the train in the control area of the first trackside train automatic protection system meets the reaching boundary point, it indicates that the train can reach the boundary point of the control area of the first trackside ATP system and the control area of the second trackside ATP system. At this point, a communication connection is established with the first trackside ATP system, and then a communication connection is established with the second trackside ATP system, so that the first trackside ATP system and the second trackside ATP system can communicate simultaneously. And controlling the train to smoothly enter the control area of the second trackside ATP system from the control area of the first trackside ATP system by acquiring the movement authorization sent by the two trackside ATP systems. On the one hand, since the first trackside ATP system and the second trackside ATP system do not need to send the movement authorization of the train to each other, even if the communication between the first trackside ATP system and the second trackside ATP system is interrupted, the train can smoothly enter the control area of the second trackside ATP system from the control area of the first trackside ATP system. On the other hand, before entering the control area of the second trackside ATP system, the communication connection is established with the second trackside ATP system, so that the second trackside ATP system can know in advance when the second trackside ATP system breaks down, the train can not be stopped emergently, and the running stability of the train is improved.
Referring to fig. 5, fig. 5 is an interactive flowchart of a train control method in an embodiment of the present application, which may include the following steps:
step S510, when it is detected that the train is located in the control area of the first trackside ATP system and does not enter the boundary area, receiving the movement authorization sent by the first trackside ATP system 210.
In the present embodiment, the on-board ATP system 500 has established a communication connection with the first trackside ATP system when the train is located in the control area of the first trackside ATP system. When the train has not entered the boundary area, the on-board ATP system 500 establishes a communication connection only with the first trackside ATP system 210, receives the movement authorization transmitted by the first trackside ATP system 210, and travels in accordance with the movement authorization.
Step S520, when detecting that the train enters the boundary area of the control area of the first trackside ATP system, if the current movement authorization of the train in the boundary area meets the boundary point of the control area of the first trackside ATP system and the control area of the second trackside ATP system, establishing communication connection with the second trackside ATP system, and periodically sending a movement authorization request to the second trackside ATP system; wherein the second trackside ATP system is adjacent to the first trackside ATP system.
In the embodiment of the present application, when a train enters the boundary area of the control area of the first trackside ATP system 210, it indicates that the train is about to reach the boundary point of the control area of the first trackside ATP system 210 and the control area of the second trackside ATP system 220, that is, the train is about to cross the control area of the first trackside ATP system 210. To enable smooth travel of the train, a communication connection may be established with the second trackside ATP system 220 even if the train has not entered the control area of the second trackside ATP system 220. Since the train movement authorization is usually different at different times, after the train-mounted ATP system 500 establishes a communication connection with the second trackside ATP system 220, if it is determined that the train movement authorization can reach the boundary point, the train-mounted ATP system 500 may periodically send a movement authorization request to the second trackside ATP system 220 to obtain different movement authorizations at different times, so that the obtained movement authorization is more accurate.
Wherein, the mobile authorization request may include: the movement authorization that the first trackside ATP system 210 has provided, and the movement authorization that the first trackside ATP system 210 has provided is sent by the first trackside ATP system 210 to the on-board ATP system 500. In this way, the on-board ATP system 500 further transmits the movement authorization that the first trackside ATP system has provided to the second trackside ATP system 220. The provided mobile authorization is the mobile authorization that the first trackside ATP system 210 has provided to the in-vehicle ATP system 500, and may be part of information in the mobile authorization, and may include: moving distance information, the number of track devices, etc.
And step S530, receiving the target movement authorization of the train returned by the second trackside ATP system in the control area of the second trackside automatic train protection system.
The second trackside ATP system 220, upon receiving the movement grant provided by the first trackside ATP system 210, may determine the target movement grant based on the preset movement grant and the movement grant provided by the first trackside ATP system 210. The preset mobile authorization is a mobile authorization preset according to an actual situation, and may include: maximum travel distance, maximum number of rail devices, etc. And subtracting the preset mobile authorization from the mobile authorization provided by the first trackside ATP system to obtain the target mobile authorization. The method specifically comprises the following steps:
movable distance = maximum moving distance — moving distance already provided by the first trackside ATP system 210;
the number of track device states = the maximum number of track devices-the number of device states that the first trackside ATP system 210 has provided.
After the second trackside ATP system 220 calculates the target movement authorization, the target movement authorization is returned to the vehicle-mounted ATP system 500.
And S540, expanding the current movement authorization of the train in the control area of the first trackside train automatic protection system to enable the obtained expanded movement authorization to be smaller than or equal to the superposition of the current movement authorization and the target movement authorization, and controlling the train to pass through the boundary area of the control area of the first trackside ATP system according to the expanded movement authorization and enter the control area of the second trackside ATP system.
Specifically, the target mobile authorization is a mobile authorization of the train in the control area of the second trackside ATP system 220, and the current mobile authorization sent by the first trackside ATP system 210 is a mobile authorization of the train currently in the boundary area of the control area of the first trackside ATP system 210, and as described above, the train can reach the boundary point according to the current mobile authorization. The areas corresponding to the two mobile authorities are different, so that the target mobile authority and the current mobile authority of the train received from the first trackside ATP system 210 in the boundary area can be directly superimposed to obtain the superimposed mobile authority. And expanding the current movement authorization of the train in the control area of the automatic train protection system beside the first track to obtain expanded movement authorization smaller than the superposed movement authorization. Thereafter, the train is controlled to pass through the boundary area in accordance with the extended movement authority.
It should be noted that, in step S520, the in-vehicle ATP system 500 may periodically send the mobile authorization request to the second trackside ATP system 220, that is, there may be a plurality of information interaction processes between the in-vehicle ATP system 500 and the second trackside ATP system 220, which are not shown in fig. 5.
And step S550, when the train is detected to completely enter the control area of the second trackside ATP system, stopping sending the movement authorization request to the second trackside ATP system, and disconnecting the communication connection with the first trackside ATP system.
In the embodiment of the present application, when the train completely enters the control area of the second trackside ATP system, it indicates that the tail of the train also passes through the boundary point 200, and it is not necessary to receive control of the first trackside ATP system any more, and therefore, the communication connection with the first trackside ATP system can be disconnected. Referring to fig. 6, fig. 6 is a schematic diagram of a train located in the control area of the second trackside ATP system in the present application, and it can be seen that the train has passed the boundary point 200 and entered the control area of the second trackside ATP system 220. Since it is not already within the control area of the first trackside ATP system 210, it is no longer in communication with the first trackside ATP system 210. In addition, since the control of the second trackside ATP system 220 can be directly received in the control area of the second trackside ATP system 220, it is not necessary to transmit the mobile authorization request to the second trackside ATP system 220.
And step S560, after detecting that the train completely enters the control area of the second trackside ATP system, receiving the movement authorization sent by the second trackside ATP system.
Step S570, controlling the train to pass through the control area of the second trackside ATP system according to the movement authorization received from the second trackside ATP system.
Specifically, after the train completely enters the control area of the second trackside ATP system 220, the train may only receive the control of the second trackside ATP system 220, and therefore, directly receive the movement authorization sent by the second trackside ATP system, and control the train to pass through the control area of the second trackside ATP system 220 according to the movement authorization. Of course, when the train enters the boundary area of the control area of the second trackside ATP system 220 and is about to enter the control area of the third trackside ATP system, the train can smoothly pass through the control area of the second trackside ATP system 220 and enter the control area of the third trackside ATP system according to the train control method shown in the embodiment of the present application.
In an alternative embodiment, after sending the movement authorization request to the second trackside ATP system 220, when the target movement authorization returned by the second trackside ATP system 220 is not received, the train may be controlled to stop before the boundary point between the control area of the first trackside ATP system 210 and the control area of the second trackside ATP system 220, or the control mode of the train is switched from the current control mode to the target control mode and passes through the control area of the second trackside ATP system 220 in the target control mode, wherein the level of the target control mode is lower than that of the current control mode. For example, the target control modes include: a point train control mode, an interlocking train control mode, etc.
In this embodiment of the application, when the vehicle-mounted ATP system does not receive the authorization of target movement returned by the second trackside ATP system, it indicates that the second trackside ATP system may have a fault, and at this time the train has not yet entered the control area of the second trackside ATP system, that is, the vehicle-mounted ATP system may know in advance that the second trackside ATP system has a fault, and thus may stop before the boundary point, or pass through the boundary point in a lower-level target control mode. In this way, an emergency stop of the train can be avoided. Wherein the target control mode may be an IXLC (interlocking computer control) mode or the like.
It should be noted that although the various steps of the methods in this application are depicted in the drawings in a particular order, this does not require or imply that these steps must be performed in this particular order, or that all of the shown steps must be performed, to achieve desirable results. Additionally or alternatively, certain steps may be omitted, multiple steps combined into one step execution, and/or one step broken down into multiple step executions, etc. In some embodiments, multitasking and parallel processing may be advantageous.
An embodiment of the present application further provides a train control device, as shown in fig. 7, the train control device 700 may include:
a request sending module 710, configured to periodically send a mobile authorization request to a second trackside train automatic protection system on the basis of establishing a communication connection with the second trackside train automatic protection system if the current mobile authorization of the train in the control area of the first trackside train automatic protection system meets a boundary point between the control area of the first trackside train automatic protection system and the control area of the second trackside train automatic protection system;
the mobile authorization receiving module 720 is configured to receive a target mobile authorization of a train returned by the second wayside train automatic protection system for the mobile authorization request in a control area of the second wayside train automatic protection system;
the mobile authorization extension module 730 is used for extending the current mobile authorization of the train in the control area of the automatic train protection system beside the first track according to the target mobile authorization, so that the obtained extended mobile authorization is less than or equal to the superposition of the current mobile authorization and the target mobile authorization;
and the control module 740 is configured to control the train to pass through the control area of the first wayside train automatic protection system according to the extended movement authorization and enter the control area of the second wayside train automatic protection system.
In an optional embodiment, the train control device further includes:
the system comprises a position information acquisition module, a position information acquisition module and a control module, wherein the position information acquisition module is used for acquiring the position information of a train in a control area of a first trackside train automatic protection system;
and the connection establishing module is used for executing the step of establishing communication connection with the second trackside train automatic protection system if the train is determined to enter the boundary area of the control area of the first trackside train automatic protection system and if the current movement authorization of the train in the control area of the first trackside train automatic protection system meets the boundary point of the control area of the first trackside train automatic protection system and the control area of the second trackside train automatic protection system based on the position information.
In an alternative embodiment, the control module 740 is further configured to disconnect the communication connection from the first trackside ATP system upon detecting that the train has completely entered the control area of the second trackside ATP system;
the request sending module 710 is further configured to stop sending the mobile authorization request to the second trackside ATP system when it is detected that the train completely enters the control area of the second trackside ATP system.
In an alternative embodiment, the control module 740 is further configured to control the train to stop before the boundary point, or,
and switching the control mode of the train from the current control mode to a target control mode, and passing the control area of the second trackside ATP system in the target control mode, wherein the level of the target control mode is lower than that of the current control mode.
In an alternative embodiment, the control module 740 is further configured to, upon detecting that the train has fully entered the control area of the second trackside ATP system, control the train to pass through the control area of the second trackside ATP system in accordance with the movement authorization received from the second trackside ATP system.
In an alternative embodiment, the mobile authorization request includes: a mobile authorization provided by the first trackside ATP system, the target mobile authorization being determined based on the preset mobile authorization and the mobile authorization provided by the first trackside ATP system.
The details of each module or unit in the train control device are already described in detail in the corresponding train control method, and therefore are not described herein again.
It should be noted that although in the above detailed description several modules or units of the device for action execution are mentioned, such a division is not mandatory. Indeed, the features and functionality of two or more modules or units described above may be embodied in one module or unit, according to embodiments of the application. Conversely, the features and functions of one module or unit described above may be further divided into embodiments by a plurality of modules or units.
Based on the foregoing method embodiment, an embodiment of the present application further provides an electronic device, which may be configured to execute any of the foregoing method embodiments, and as shown in fig. 8, the electronic device 800 includes:
a processor 802, a communication interface 804, a memory 806, and a communication bus 808.
The processor 802, the communication interface 804, and the memory 806 are in communication with each other via a communication bus 808.
A communication interface 804 for communicating with other terminal devices or servers.
The processor 802 is configured to execute the program 810, and may specifically execute the relevant steps in the train control method embodiment described above.
In particular, the program 810 may include program code comprising computer operating instructions.
The processor 802 may be a Central Processing Unit (CPU), an Application Specific Integrated Circuit (ASIC), or one or more Integrated circuits configured to implement embodiments of the present Application. The terminal device comprises one or more processors, which can be the same type of processor, such as one or more CPUs; or may be different types of processors such as one or more CPUs and one or more ASICs.
The memory 806 stores a program 810. The memory 806 may comprise high-speed RAM (random access memory) and may also include Non-volatile memory (Non-volatile memory), such as at least one disk memory.
The embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored, and the computer program, when executed by a processor, implements the relevant steps in the above method embodiments. The computer-readable storage medium may be included in the electronic device described in the above embodiments; or may exist separately without being assembled into the electronic device. The above-mentioned computer-readable storage medium carries one or more programs which, when executed by one of the electronic devices, cause the electronic device to implement the train control method as described in the above-mentioned embodiments.
It should be noted that the computer readable storage medium can be, for example but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of the computer readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory, a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the present application, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. In this application, however, a computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated data signal may take many forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. Program code embodied on a computer readable storage medium may be transmitted using any appropriate medium, including but not limited to: wireless, wire, fiber optic cable, radio frequency, etc., or any suitable combination of the foregoing.
Embodiments of the present application further provide a computer program, which includes computer-executable instructions, and when executed, the computer-executable instructions cause at least one processor to execute relevant steps in the train control method.
Embodiments of the present application also provide a computer program product comprising computer-executable instructions that, when executed, cause at least one processor to perform the relevant steps of the above method.
The above-described methods according to embodiments of the present application may be implemented in hardware, firmware, or as software or computer code storable in a recording medium such as a read-only optical disc, RAM, a floppy disc, a hard disc, or a magneto-optical disc, or as computer code originally stored in a remote recording medium or a non-transitory machine-readable medium and to be stored in a local recording medium downloaded through a network, so that the methods described herein may be stored in such software processes on the recording medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware such as an ASIC or a field programmable gate array. It will be appreciated that the computer, processor, microprocessor controller or programmable hardware includes a storage component (e.g., RAM, read only memory, flash memory, etc.) that can store or receive software or computer code that, when accessed and executed by the computer, processor or hardware, implements the method embodiments described herein. Further, when a general-purpose computer accesses code for implementing the train control method illustrated herein, execution of the code converts the general-purpose computer into a special-purpose computer for executing the train control method illustrated herein.
Those of ordinary skill in the art will appreciate that the various illustrative elements and method steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the embodiments of the present application.
The above embodiments are only used for illustrating the embodiments of the present application, and not for limiting the embodiments of the present application, and those skilled in the relevant art can make various changes and modifications without departing from the spirit and scope of the embodiments of the present application, so that all equivalent technical solutions also belong to the scope of the embodiments of the present application, and the scope of patent protection of the embodiments of the present application should be defined by the claims.
Claims (11)
1. A train control method is applied to an automatic protection system of a vehicle-mounted train and comprises the following steps:
periodically sending (S110) a movement authorization request to a second trackside train automatic protection system on the basis of establishing communication connection with the second trackside train automatic protection system if the current movement authorization of a train in a control area of a first trackside train automatic protection system meets the boundary point of the control area of the first trackside train automatic protection system and the control area of the second trackside train automatic protection system;
receiving (S120) a target movement authorization of the train returned by the second wayside train automatic protection system for the movement authorization request in a control area of the second wayside train automatic protection system;
expanding the current movement authorization of the train in a control area of a first trackside train automatic protection system according to the target movement authorization (S130), so that the obtained expanded movement authorization is smaller than or equal to the superposition of the current movement authorization and the target movement authorization;
controlling (S140) the train to pass through a control area of the first wayside train automatic protection system and enter a control area of the second wayside train automatic protection system according to the extended movement authorization.
2. The method of claim 1, wherein prior to the periodically sending a mobile authorization request to the second wayside train automatic protection system, the method further comprises:
acquiring the position information of the train in a control area of a first trackside train automatic protection system;
and establishing the communication connection with the second trackside train automatic protection system based on the position information if the train is determined to enter the boundary area of the control area of the first trackside train automatic protection system.
3. The method of claim 1, wherein the method further comprises:
and when detecting that the train completely enters the control area of the second trackside train automatic protection system, stopping sending the mobile authorization request to the second trackside train automatic protection system, and disconnecting the communication connection with the first trackside train automatic protection system.
4. The method of claim 1, wherein the method further comprises:
controlling the train to stop before the boundary point when the target movement authorization returned by the second wayside train automatic protection system is not received, or,
and switching the control mode of the train from the current control mode to a target control mode, and passing through a control area of the second trackside train automatic protection system in the target control mode, wherein the level of the target control mode is lower than that of the current control mode.
5. The method of claim 1, wherein the method further comprises:
and after detecting that the train completely enters the control area of the second trackside train automatic protection system, controlling the train to pass through the control area of the second trackside train automatic protection system according to the movement authorization received from the second trackside train automatic protection system.
6. The method of any of claims 1-5, wherein the mobile authorization request comprises: the target movement authorization is determined based on preset movement authorization and the movement authorization provided by the first trackside train automatic protection system.
7. A train control device comprising:
a request sending module (710) for periodically sending a mobile authorization request to a second trackside train automatic protection system on the basis of establishing communication connection with the second trackside train automatic protection system when the current mobile authorization of a train in a control area of a first trackside train automatic protection system meets the boundary point between the control area of the first trackside train automatic protection system and the control area of the second trackside train automatic protection system;
a mobile authorization receiving module (720) for receiving a target mobile authorization of the train returned by the second trackside train automatic protection system for the mobile authorization request in a control area of the second trackside train automatic protection system;
a mobile authorization extension module (730) for extending the current mobile authorization of the train in the control area of the automatic train protection system on the first side of track according to the target mobile authorization, so that the obtained extended mobile authorization is less than or equal to the superposition of the current mobile authorization and the target mobile authorization;
and the control module (740) is used for controlling the train to pass through the control area of the first trackside train automatic protection system according to the extended movement authorization and enter the control area of the second trackside train automatic protection system.
8. The apparatus of claim 7, further comprising:
the position information acquisition module is used for acquiring the position information of the train in a control area of the automatic train protection system beside the first track;
and the connection establishing module is used for establishing the communication connection with the second trackside train automatic protection system based on the position information if the train is determined to enter the boundary area of the control area of the first trackside train automatic protection system.
9. The apparatus of claim 7, wherein the control module (740) is further configured to disconnect communication from the first wayside train automatic protection system upon detecting that the train has fully entered a control area of the second wayside train automatic protection system;
the request sending module (710) is further configured to stop sending the mobile authorization request to the second trackside train automatic protection system when it is detected that the train completely enters the control area of the second trackside train automatic protection system.
10. The apparatus of claim 7, wherein said control module (740) is further configured to control said train to stop before said boundary point when said target movement authorization returned by said second wayside train automatic protection system is not received, or,
and switching the control mode of the train from the current control mode to a target control mode, and passing through a control area of the second trackside train automatic protection system in the target control mode, wherein the level of the target control mode is lower than that of the current control mode.
11. A computer-readable storage medium having computer-executable instructions stored thereon that, when executed, implement the method of any of claims 1-6.
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