CN114802361B - Control method and device for train turning back and electronic equipment - Google Patents
Control method and device for train turning back and electronic equipment Download PDFInfo
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- CN114802361B CN114802361B CN202210445706.3A CN202210445706A CN114802361B CN 114802361 B CN114802361 B CN 114802361B CN 202210445706 A CN202210445706 A CN 202210445706A CN 114802361 B CN114802361 B CN 114802361B
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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
- B61L27/10—Operations, e.g. scheduling or time tables
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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
- B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
- B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
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Abstract
The invention provides a control method, a device and electronic equipment for train turning back, which relate to the technical field of train autonomous operation of train-to-train communication, and the method comprises the following steps: if the current train is monitored to meet the autonomous turn-back condition, sending request information to an administrator of an associated area where the train is currently located so as to request a train list of the associated area; receiving the train list returned by the manager, and establishing communication with at least one associated train recorded in the train list to acquire a train state of the at least one associated train; and selecting a target turning-back path in the turning-back area based on the train state and a preset path selection principle so as to control the train to turn back according to the target turning-back path. The control method, the control device and the electronic equipment for the turn-back of the train can effectively avoid deadlock of the train, reduce waiting time of the train during turn-back, improve efficiency of autonomous operation of the train, and guarantee standard point rate of train planning during autonomous operation of the train.
Description
Technical Field
The invention relates to the technical field of autonomous train operation in train-to-train communication, in particular to a control method and device for train turning back and electronic equipment.
Background
The track side resource management and interval protection of the traditional urban rail transit CBTC (Communication Based Train Control System, train control system based on communication) signal system takes ground equipment as a core, and the ground equipment informs vehicle-mounted equipment through train-ground communication interaction so as to ensure the running safety of a train, but the resource management and actual use in the traditional CBTC signal system are not the same object, so that the round trip information interaction between equipment is complex, links are relatively more, the information transmission efficiency is affected, meanwhile, the track side equipment in the system is numerous, and the maintenance and implementation cost is relatively high.
Therefore, a train autonomous operation system (TACS, train Autonomous Circumambulate System) based on vehicle-to-vehicle communication is mainly used at present. In the TACS system, the train has the capability of autonomous operation, the operation plan of the train can be obtained from the center before operation, then the train triggers and handles the route according to the operation plan, and finally the train is launched. In the conventional CBTC system, an ATS (ATS, automatic Train Supervision, automatic train monitoring) subsystem loads an operation plan, notifies a trackside ZC (Zone controller) subsystem of handling a route, the ZC subsystem notifies a train and the ATS subsystem of a result of handling the route, and finally the ATS subsystem notifies the train to get off, so that it is seen that the TACS system is much simpler than the conventional CBTC system on a link of handling the route by the train.
However, in the TACS system, the train cannot obtain the information of the whole operation line, and only when the train handles the route, the communication is established between the train and the front train to perform the interaction of the driving resources, so that only the train can be folded at the default fixed platform when being folded normally in the process of operating according to the plan, and the flexibility and the operation efficiency of train operation are seriously reduced.
Disclosure of Invention
Accordingly, the present invention is directed to a method and apparatus for controlling a train turn-back, and an electronic device, so as to alleviate the above technical problems.
In a first aspect, an embodiment of the present invention provides a method for controlling a train turn-back, including: if the current train is monitored to meet the autonomous turn-back condition, sending request information to an administrator of an associated area where the train is currently located so as to request a train list of the associated area; wherein the association region includes: the area where the train body is located and/or the turning-back area where the turning-back path of the train is planned to turn back; receiving the train list returned by the administrator, and establishing communication with at least one associated train recorded in the train list to acquire a train state of at least one associated train; the associated trains are other trains except the current train in the associated area; and selecting a target turning-back path in the turning-back area based on the train state and a preset path selection principle so as to control the train to turn back according to the target turning-back path.
With reference to the first aspect, an embodiment of the present invention provides a first possible implementation manner of the first aspect, where the method further includes: if the current train is monitored to simultaneously meet the following conditions, determining that the current train meets the autonomous foldback condition: the train prepares to launch at the current platform; the train plan is preceded by a turn-back area, and the turn-back area includes a plurality of alternate platforms.
With reference to the first aspect, an embodiment of the present invention provides a second possible implementation manner of the first aspect, where the step of sending request information to an administrator of an associated area where the train is currently located to request a train list of the associated area includes: sending request information to an administrator of an associated area of the current position of the train according to a preset list form; wherein the list form in the request information includes: track identifications in the associated areas and starting mileage and end mileage of the corresponding tracks of the track identifications; and receiving and storing a train list of the associated area returned by the administrator according to the list form, wherein the train list comprises the track identifiers and train identifiers of at least one associated train on the track corresponding to the track identifiers.
With reference to the second possible implementation manner of the first aspect, the embodiment of the present invention provides a third possible implementation manner of the first aspect, where the step of establishing communication with at least one associated train described in the train list to obtain a train status of at least one of the associated trains includes: extracting train identifications of the associated trains contained in the train list; sending a communication request to the associated train corresponding to each train identifier so as to establish communication with the associated train; sending a state acquisition request to the associated train for establishing communication, and receiving a train state returned by the associated train based on the state acquisition request; and saving the train state.
With reference to the first possible implementation manner of the first aspect, the embodiment of the present invention provides a fourth possible implementation manner of the first aspect, wherein the train state includes at least one of the following states: the train buckling state, the train position, the train speed, the route type and the route destination; selecting a target turning-back path in the turning-back area based on the train state and a preset path selection principle so as to control the train to turn back according to the target turning-back path, wherein the method comprises the following steps of: judging whether the alternative platform included in the turning-back area has a vehicle buckling state or not; if not, obtaining the route type of the associated train; wherein the route type includes one of the following types: a normal access, a folding access and a non-access; and selecting a target turning-back path in the turning-back area according to a path selection principle corresponding to the route type so as to control the train to turn back according to the target turning-back path.
With reference to the fourth possible implementation manner of the first aspect, the embodiment of the present invention provides a fifth possible implementation manner of the first aspect, where the path selection principle corresponding to the above-mentioned approach type includes at least one of the following: if the type of the route is the normal route or a folding-out route and the associated train of the folding-out route is started or leaves a folding-back platform, determining a folding-back route corresponding to the type of the route as one candidate folding-back route; if the route type is a folding route and only one associated train executing the folding route exists, selecting another station of the destination station of the folding route of the associated train, and determining a folding route corresponding to the other station as a candidate folding route; if a plurality of associated trains execute a folding-in route or stop at a folding-back platform on the folding-back route, determining the folding-back route where the associated trains are considered to be nearest as a candidate folding-back route; if only one associated train stopped at the turning-back station is stopped, and no other trains are executing a turning-in approach or stopping at the turning-back station on the turning-back path, selecting the station without stopping the train as the turning-back station, and determining the turning-back path corresponding to the turning-back station as a candidate turning-back path; the step of selecting the target reentrant route in the reentrant area according to the route selection principle corresponding to the route type includes: and determining the candidate reentry path as a target reentry path, and triggering the current train to execute a reentry route based on the target reentry path.
With reference to the fourth possible implementation manner of the first aspect, an embodiment of the present invention provides a sixth possible implementation manner of the first aspect, where the method further includes: if the alternative stations included in the turning-back area have the vehicle buckling state, directly selecting the stations without the vehicle buckling state in the alternative stations as turning-back stations, and triggering the current train to execute a turning-in route based on the turning-back route corresponding to the turning-back stations.
In a second aspect, an embodiment of the present invention further provides a control apparatus for turning back a train, including: the request module is used for sending request information to an administrator of an associated area of the current position of the train to request a train list of the associated area if the current train is monitored to meet the autonomous turn-back condition; wherein the association region includes: the area where the train body is located and/or the turning-back area where the turning-back path of the train is planned to turn back; the communication module is used for receiving the train list returned by the administrator and establishing communication with at least one associated train recorded in the train list so as to acquire a train state of at least one associated train; the associated trains are other trains except the current train in the associated area; the control module is used for selecting a target turning-back path in the turning-back area based on the train state and a preset path selection principle so as to control the train to turn back according to the target turning-back path.
In a third aspect, an embodiment of the present invention further provides an electronic device, including a processor and a memory, where the memory stores computer executable instructions executable by the processor, and the processor executes the computer executable instructions to implement the method according to the first aspect.
In a fourth aspect, embodiments of the present invention also provide a computer-readable storage medium storing computer-executable instructions that, when invoked and executed by a processor, cause the processor to implement the method of the first aspect.
The embodiment of the invention has the following beneficial effects:
According to the train turning-back control method, device and electronic equipment provided by the embodiment of the invention, when the fact that the current train meets the autonomous turning-back condition is monitored, request information is sent to an administrator of an associated area where the train is located currently so as to request a train list of the associated area; establishing communication with at least one associated train recorded in the train list to acquire a train state of the at least one associated train; and when the target turning-back path is selected, the running and parking states of the related trains can be acquired based on the train state, so that the trains can autonomously select turning-back platforms according to the path selection principle, deadlock of the trains can be effectively avoided, waiting time of the trains during turning-back is reduced, efficiency of autonomous operation of the trains is improved, and punctual rate of train planning during autonomous operation of the trains is guaranteed.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
In order to make the above objects, features and advantages of the present invention more comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, it being obvious that the drawings in the description below are some embodiments of the invention and that other drawings may be obtained from these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a train turn-back;
fig. 2 is a flowchart of a control method for turning back a train according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a turn-back area according to an embodiment of the present invention;
Fig. 4 is a schematic diagram of a train turn-back according to an embodiment of the present invention;
fig. 5 is a schematic structural diagram of a control device for turning back a train according to an embodiment of the present invention;
Fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In general, in a train autonomous operation system TACS (hereinafter referred to as TACS system) based on train-to-train communication, a train has an autonomous operation capability, and an operation plan of the train can be obtained from the center before operation, and then the train itself triggers and handles an approach according to the operation plan, and finally starts. In the traditional CBTC system, a central ATS subsystem loads an operation plan, a trackside ZC subsystem is informed of handling routes, the ZC subsystem informs a train and the ATS subsystem of the results of handling routes, and finally the ATS subsystem informs the train to get off.
It follows that in a TACS system, the route trigger to the final departure is completed entirely by the vehicle. In CBTC systems, however, this process requires a link through the ATS subsystem→the ZC subsystem→the car/ATS subsystem→the car. Thus, the TACS system is much simpler than the conventional CBTC on the link of the route transaction, and thus the efficiency of the route transaction is also high.
However, TACS systems are less flexible than traditional centralized operation management with CBTC when the train is turning back. Specifically, unlike traditional central centralized operation management, in a TACS system, a train cannot obtain information of the whole line, and communication is established between a party and a front vehicle only when a route is handled, so that interaction of driving resources is performed. Therefore, during the planned operation, only the default fixed station can be selected to turn back when turning back normally.
For ease of understanding, fig. 1 shows a schematic diagram of a train turn-back, as shown in fig. 1, where A1, A2 and P1, P2 represent stations, SW 1-SW 4 represent switches, solid lines represent tracks, dashed lines represent a possible turn-back path, when there are multiple trains running, assuming that the car 1 is to turn back to the station P1, at this point, the car 2 must wait outside the switch SW1 if turning back at the station P1, after waiting for the car 1 to leave the switch SW4, before the way to P1 is performed, reserving and locking the switches SW1 and SW2 into position. Because if the vehicle 2 locks the switch before the train 1 is not folded out, the vehicle 1 cannot pull the switch SW2 to the reverse position, resulting in the vehicle 1 not leaving the platform P1 and the vehicle 2 not entering the platform, resulting in a deadlock. However, the waiting of the car 2 at the switch SW1 increases the travel time of the car 2 from A1 to P1, reducing the operation efficiency of the train.
However, in the CBTC system, the central ATS subsystem monitors the trains and the trackside devices of the entire line, and the ATS subsystem can acquire the conditions of the trains on the upper track and the lower track during the turn-back, so that when the vehicle 1 turns back, the ATS subsystem can select to turn back to the platform P2 when the vehicle 2 is sent at the platform A1, thus the vehicle 2 does not need to wait, and the efficiency is much higher than that of turning back at the platform P1. Therefore, in the TACS system, when the train is autonomously operated, the train can select the turn-back station according to the situation like the ATS subsystem of the CBTC system at the time of turn-back, so that the turn-back efficiency is improved.
Based on the above, the method and the device for controlling the turning back of the train and the electronic equipment provided by the embodiment of the invention can achieve the above purpose so as to improve the turning back efficiency of the train.
For the convenience of understanding the present embodiment, a method for controlling train turning back disclosed in the embodiment of the present invention will be described in detail.
In a possible implementation manner, the embodiment of the invention provides a control method for train foldback, which is applied to a train autonomous operation system TACS based on train-to-train communication, hereinafter referred to as TACS system. Specifically, as shown in fig. 2, a flowchart of a control method for turning back a train includes the following steps:
Step S202, if the current train is monitored to meet the autonomous turn-back condition, sending request information to an administrator of an associated area where the train is currently located so as to request a train list of the associated area;
The association area in the embodiment of the invention comprises the following steps: the area where the body of the train is located and/or the turning-back area where the turning-back path of the train is planned to turn back;
Step S204, receiving a train list returned by an administrator, and establishing communication with at least one associated train recorded in the train list to acquire a train state of the at least one associated train;
wherein, the associated trains are other trains except the current train in the associated area;
In actual use, when the train turns back based on autonomous operation of the TACS system, the upper rail or the lower rail of the turning back station can be selected to turn back, and at this time, the train must be able to acquire the related information of other trains. However, in vehicle-to-vehicle communication based on the TACS system, if each vehicle needs to establish a communication link with all other vehicles like the central ATS subsystem, the number of links is too large to be supported by general hardware. And the states of all trains are not required to be known when the trains are turned back at multiple stations, and only other train information on all available turning back paths is required to be obtained to sufficiently select the turning back stations.
Further, based on the TACS system, the train and an administrator of the area where the vehicle body is located report their own information such as location and resources. Therefore, the administrator of each area and all trains in the area have communication links, so that the trains can request the train list of the corresponding associated area by means of requesting from the administrator through the processes of the step S202 and the step S204, and further the train state of the associated train is obtained.
Step S206, selecting a target turning-back path in the turning-back area based on the train state and a preset path selection principle so as to control the train to turn back according to the target turning-back path.
According to the train turning-back control method provided by the embodiment of the invention, when the fact that the current train meets the autonomous turning-back condition is monitored, request information is sent to an administrator of an associated area where the train is located currently so as to request a train list of the associated area; establishing communication with at least one associated train recorded in the train list to acquire a train state of the at least one associated train; and when the target turning-back path is selected, the running and parking states of the related trains can be acquired based on the train state, so that the trains can autonomously select turning-back platforms according to the path selection principle, deadlock of the trains can be effectively avoided, waiting time of the trains during turning-back is reduced, efficiency of autonomous operation of the trains is improved, and punctual rate of train planning during autonomous operation of the trains is guaranteed.
When the train meets the autonomous foldback condition, specifically, if the current train is monitored to meet the following conditions, determining that the current train meets the autonomous foldback condition: preparing a train to be launched at a current platform; the train is planned to be preceded by a turn-back area, and the turn-back area comprises a plurality of alternative stations. If one of the conditions is not satisfied, the train usually selects to turn back at a default fixed station when turning back is executed, and the control method of turning back of the train provided by the embodiment of the invention is not triggered.
For convenience of understanding, fig. 3 shows a schematic diagram of a turn-back area, in which, in the TACS system, a train reports information of its own location, resources, etc. to an administrator of an area where a car body is located, therefore, the administrator of each area and all trains in the area have communication links, and when the train satisfies the above autonomous turn-back condition, the train can request a train list of the corresponding area through the administrator, for example, in the turn-back area shown in fig. 3, when the train is ready for a departure at a station A1, if the train is a turn-back station in front of a plan, and there are a plurality of alternative stations available for turn-back, at this time, the train needs to request a train list on all turn-back paths (thickened portions) to the administrator of the area where the turn-back path is located.
Specifically, when a train list is requested, request information can be sent to an administrator of an associated area where the train is currently located according to a preset list form; wherein, list form in the request information includes: track identifications in the associated area correspond to the starting mileage and the end mileage of the track; and then receiving and storing a train list of the associated area returned by the manager according to the list form, wherein the train list comprises track identifiers and train identifiers of at least one associated train on the track corresponding to the track identifiers.
For example, the request information may be sent to the administrator in the form of a list of [ track ID, start mileage, end mileage ], where track ID is a track identifier, and the administrator establishes a list of IDs for all trains in the area, and returns the list to the current train, so that the train establishes communication with at least one associated train described in the list of trains.
Specifically, when communication is established with the associated train, the train identifier of the associated train contained in the train list can be extracted; then sending a communication request to the associated train corresponding to each train identifier so as to establish communication with the associated train; further, a state acquisition request is sent to the associated train for establishing communication, and a train state returned by the associated train based on the state acquisition request is received; and save the train status.
In actual use, because the train is in train communication and autonomous operation based on the TACS system, after the train identification is known, the communication can be established by means of the TACS system, and the train state can be obtained.
Further, the train state in the embodiment of the invention comprises at least one of the following states: the train buckling state, the train position, the train speed, the route type and the route destination; therefore, when a target return path is selected in a return area based on a train condition and a preset path selection principle, the following steps may be specifically included:
(1) Judging whether the alternative platform included in the turning-back area has a vehicle buckling state or not;
(2) If not, acquiring the route type of the related train, and then selecting a target turning-back route in the turning-back area according to a route selection principle corresponding to the route type so as to control the train to turn back according to the target turning-back route.
(3) If the alternative stations included in the turning-back area have the vehicle-buckling state, directly selecting the stations without the vehicle-buckling state in the alternative stations as turning-back stations, and triggering the current train to execute a turning-back access based on the turning-back path corresponding to the turning-back stations.
In actual use, the above-mentioned approach type includes one of the following types: a normal access, a folding access and a non-access; the folding-in route refers to a route before folding-back, and the destination is a route of a folding-back station; the folding-out route is a route after folding-back, and the starting point is a route of a folding-back station.
Further, the path selection principle corresponding to the route type includes at least one of the following:
Principle 1: if the type of the route is a normal route or a folding-out route, and the associated train folding-out the route is started or leaves the folding-out platform, determining the folding-out route corresponding to the type of the route as one candidate folding-out route;
principle 2: if the route type is a folding route and only one associated train for executing the folding route exists, selecting another station of the folding route destination station of the associated train, and determining a folding route corresponding to the other station as a candidate folding route;
Principle 3: if a plurality of associated trains execute a folding-in route or stop at a folding-back platform on the folding-back route, determining the folding-back route where the nearest associated train is considered as a candidate folding-back route;
Principle 4: if only one associated train stopped at the turning-back station is stopped, and no other trains are executing a turning-in approach or stopping at the turning-back station on the turning-back path, selecting the station without stopping the train as the turning-back station, and determining the turning-back path corresponding to the turning-back station as a candidate turning-back path;
Based on the above principle, when a target reentry route is selected, a candidate reentry route is generally determined as a target reentry route, and the current train is triggered to execute a reentry route based on the target reentry route.
In practical use, when a train is in a folding approach, whether a train stopped at a folding platform is in a car buckling state is usually checked first, if the train stopped at the folding platform is in a car buckling state, the train to be folded needs not to check other train states, at this time, the platform stopped by other car without the car buckling is directly selected for folding, because once the train is in a car buckling state, whether a departure is confirmed by an operator or not, the train is stopped at the platform for a long time and occupies the folding platform, therefore, when the train is checked to the folding platform with the car on an upper track, and no other train is in a car buckling state on a lower track, even if the train is in the folding path, the platform on the lower track is directly selected as the folding platform, and in practical use, the train can normally determine whether the train is stopped at the folding platform by checking information such as the speed of the train and the position of the other train after the train state is acquired, namely, whether the car buckling state is determined.
Further, when no train buckling state of the train parked at the turning-back station is retrieved, the route condition of the related train needs to be checked according to the route selection principle.
Specifically, based on the above-mentioned path selection principle, consideration is not generally given to the related train performing the normal route, because the train does not influence the turn-back of the current train, and if the train handles the normal route, it is indicated that the train does not turn-back, that is, the rear train is not blocked, and a deadlock condition is not formed with the rear train.
For an associated train whose current approach type is a break-in approach and has been launched or left a turn-back station, this is not normally considered, and it is normally considered that such a train would normally leave the switch area when the current train arrives at the switch area. Therefore, the turning-back route corresponding to such a train can be directly determined as a candidate turning-back route for turning back, and in the above-described route selection principle, the train only needs to consider the train currently executing the turning-back route and the train being stopped at the turning-back station.
Specifically, if there is only one associated train that performs a folding-in route and no other train on the folding-in route is performing a folding-in route or is stopped at a folding-in station, only another station of the folding-in route destination station of the train needs to be selected. For example, if the destination of the incoming route of the train is a station of the ascending track, the descending track is selected as the turning-back station at this time, and the incoming route to the descending track is triggered.
If only one train stopped at the folding-back station is in the folding-back route, no other trains are executing the folding-in route or stopped at the folding-back station, at the moment, the station which is not stopped at the train can be selected as the folding-back station, and the folding-in route is triggered.
And if a plurality of vehicles on the folding-in route are executing the folding-in route or stopping at the folding-in platform, only the train closest to the vehicle needs to be considered at this time, because only the preceding vehicle directly affects the train, hampers and blocks folding-in of the train.
For ease of understanding, fig. 4 shows a schematic diagram of a train turning back, and assuming that the train 1 needs to turn back, before the train is sent at the station A1, a list of trains on the turning back path needs to be requested from an administrator first, as shown in fig. 4. As can be seen in fig. 4, the foldback path spans two control areas, i.e., two associated areas, and thus the vehicle 1 needs to establish communication with the administrator of both of the associated areas and request a train list. Specifically, the vehicle 1 requests the manager 1 for a train list of the route area in the associated area l, see a portion covered with diagonal lines, and requests the manager 2 for a train list of the route area in the associated area 2, that is, an area covered with black bold line segments in fig. 4.
At this time, the administrator 1 should reply to the train 1 with a train list containing the train ID of the car 2, the administrator 2 replies to the train 1 with a train list containing the train ID of the car 3, the car 1 establishes communication with the car 2 and the car 3, and the states of the car 2 and the car 3 are obtained. As shown in fig. 4, assuming that the vehicle 2 is performing a folding approach that folds back at the station P1, the vehicle 3 is now stationary at the station P2.
In the first case, if the vehicle 3 is now in a buckled state, based on the above-described route selection principle, the vehicle 1 does not need to consider the vehicle 2 at this time, and only pays attention to the returning station without the buckled vehicle because the station P2 is occupied by the vehicle 3 and because the buckled vehicle, the departure time is difficult to confirm. Other vehicles can only turn back at the station P1. The vehicle 1 should trigger the folding-in route to P1 and wait for the vehicle 2 to start folding-back again after finishing folding-back to leave the folding-back area.
In the second case, if the vehicle 3 is not buckled, the vehicle 1 will compare the distances of the vehicles 2 and 3 to the vehicle 1, respectively, based on the above-described path selection principle, because the vehicle 2 is closer to the vehicle 1, and the vehicle 1 considers the vehicle 2, and thus needs to turn back at the station P1. At this point the vehicle 1 should trigger and handle the folding approach to P2. Since the vehicle 3 has arrived at the station, it is normally possible to get off the platform P2 earlier than the vehicle 2. When the vehicle 2 is turned back at the station P1, the vehicle 1 is turned back at the station P2, so that a deadlock is not generated with the vehicle 2, and the vehicle 2 does not need to wait for the turning back of the vehicle 2 to finish.
Therefore, according to the control method for turning back the train, which is provided by the embodiment of the invention, when the train runs autonomously, the running and stopping states of other trains in the front turning back area can be obtained, and the train can select other turning back platforms autonomously, so that deadlock of the train is avoided, waiting time of the train in turning back is reduced, efficiency of the train in autonomous running is improved, and standard point rate of a train plan in autonomous running of the train is ensured.
Further, the embodiment of the invention also provides a control device for turning back a train, specifically, a schematic structural diagram of the control device for turning back a train shown in fig. 5, which comprises the following structures:
The request module 50 is configured to send request information to an administrator of an associated area where the current train is located if it is monitored that the current train meets an autonomous turn-back condition, so as to request a train list of the associated area; wherein the association region includes: the area where the train body is located and/or the turning-back area where the turning-back path of the train is planned to turn back;
A communication module 52, configured to receive the train list returned by the administrator, and establish communication with at least one associated train recorded in the train list, so as to obtain a train status of at least one of the associated trains; the associated trains are other trains except the current train in the associated area;
The control module 54 is configured to select a target turning-back path in the turning-back area based on the train state and a preset path selection principle, so as to control the train to turn back according to the target turning-back path.
The train turning-back control device provided by the embodiment of the invention has the same technical characteristics as the train turning-back control method provided by the embodiment, so that the same technical problems can be solved, and the same technical effects can be achieved.
Further, an embodiment of the present invention also provides an electronic device, including a processor and a memory, where the memory stores computer executable instructions that can be executed by the processor, and the processor executes the computer executable instructions to implement the above method.
Embodiments of the present invention also provide a computer-readable storage medium storing computer-executable instructions that, when invoked and executed by a processor, cause the processor to implement the above-described method.
Further, an embodiment of the present invention further provides a schematic structural diagram of an electronic device, as shown in fig. 6, where the electronic device includes a processor 61 and a memory 60, where the memory 60 stores computer executable instructions that can be executed by the processor 61, and the processor 61 executes the computer executable instructions to implement the method for controlling turning back of the train.
In the embodiment shown in fig. 6, the electronic device further comprises a bus 62 and a communication interface 63, wherein the processor 61, the communication interface 63 and the memory 60 are connected by means of the bus 62.
The memory 60 may include a high-speed random access memory (RAM, random Access Memory), and may further include a non-volatile memory (non-volatile memory), such as at least one disk memory. The communication connection between the system network element and at least one other network element is achieved via at least one communication interface 63 (which may be wired or wireless), and may use the internet, a wide area network, a local network, a metropolitan area network, etc. Bus 62 may be an ISA (Industry Standard Architecture ) bus, a PCI (PERIPHERAL COMPONENT INTERCONNECT, peripheral component interconnect standard) bus, or EISA (Extended Industry Standard Architecture ) bus, among others. The bus 62 may be classified as an address bus, a data bus, a control bus, or the like. For ease of illustration, only one bi-directional arrow is shown in FIG. 6, but not only one bus or type of bus.
The processor 61 may be an integrated circuit chip with signal processing capabilities. In implementation, the steps of the above method may be performed by integrated logic circuits of hardware in the processor 61 or by instructions in the form of software. The processor 61 may be a general-purpose processor, including a central processing unit (Central Processing Unit, CPU for short), a network processor (Network Processor, NP for short), and the like; but may also be a digital signal Processor (DIGITAL SIGNAL Processor, DSP), application Specific Integrated Circuit (ASIC), field-Programmable gate array (FPGA) or other Programmable logic device, discrete gate or transistor logic device, discrete hardware components. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of the method disclosed in connection with the embodiments of the present invention may be embodied directly in the execution of a hardware decoding processor, or in the execution of a combination of hardware and software modules in a decoding processor. The software modules may be located in a random access memory, flash memory, read only memory, programmable read only memory, or electrically erasable programmable memory, registers, etc. as well known in the art. The storage medium is located in the memory, and the processor 61 reads the information in the memory, and the control method of the train turning back is completed by combining the hardware of the processor.
The method, the device and the computer program product of the electronic device for controlling the turning back of the train provided by the embodiment of the invention comprise a computer readable storage medium storing program codes, and the instructions included in the program codes can be used for executing the method described in the method embodiment, and specific implementation can be referred to the method embodiment and will not be repeated here.
It will be clear to those skilled in the art that, for convenience and brevity of description, specific working procedures of the above-described system and apparatus may refer to corresponding procedures in the foregoing method embodiments, which are not described herein again.
In addition, in the description of embodiments of the present invention, unless explicitly stated and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood by those skilled in the art in specific cases.
The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server, a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a usb disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.
In the description of the present invention, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Finally, it should be noted that: the above examples are only specific embodiments of the present invention for illustrating the technical solution of the present invention, but not for limiting the scope of the present invention, and although the present invention has been described in detail with reference to the foregoing examples, it will be understood by those skilled in the art that the present invention is not limited thereto: any person skilled in the art may modify or easily conceive of the technical solution described in the foregoing embodiments, or perform equivalent substitution of some of the technical features, while remaining within the technical scope of the present disclosure; such modifications, changes or substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention, and are intended to be included in the scope of the present invention. Therefore, the protection scope of the invention is subject to the protection scope of the claims.
Claims (6)
1. A method of controlling a train turn-back, comprising:
If the current train is monitored to meet the autonomous turn-back condition, sending request information to an administrator of an associated area where the train is currently located so as to request a train list of the associated area; wherein the association region includes: the area where the train body is located and the turning-back area where the turning-back path of the train is planned to turn back;
Receiving the train list returned by the administrator, and establishing communication with at least one associated train recorded in the train list to acquire a train state of at least one associated train; the associated trains are other trains except the current train in the associated area;
Selecting a target turning-back path in the turning-back area based on the train state and a preset path selection principle so as to control the train to turn back according to the target turning-back path;
Wherein, if the current train is monitored to meet the following conditions at the same time, determining that the current train meets the autonomous foldback condition:
the train prepares to launch at the current platform;
A turning-back area is arranged in front of the train plan, and comprises a plurality of alternative stations;
The train states include the following states: the train buckling state, the train position, the train speed, the route type and the route destination;
selecting a target turning-back path in the turning-back area based on the train state and a preset path selection principle so as to control the train to turn back according to the target turning-back path, wherein the method comprises the following steps of:
judging whether the alternative platform included in the turning-back area has a vehicle buckling state or not;
If not, obtaining the route type of the associated train; wherein the route type includes one of the following types: a normal access, a folding access and a non-access;
Selecting a target turning-back path in the turning-back area according to a path selection principle corresponding to the route type so as to control the train to turn back according to the target turning-back path;
the path selection principle corresponding to the route type comprises at least one of the following steps:
If the type of the route is the normal route or a folding-out route and the associated train of the folding-out route is started or leaves a folding-back platform, determining a folding-back route corresponding to the type of the route as one candidate folding-back route;
If the route type is a folding route and only one associated train executing the folding route exists, selecting another station of the destination station of the folding route of the associated train, and determining a folding route corresponding to the other station as a candidate folding route;
If a plurality of associated trains execute a folding-in route or stop at a folding-back platform on the folding-back route, determining the folding-back route where the associated trains are considered to be nearest as a candidate folding-back route;
if only one associated train stopped at the turning-back station is stopped, and no other trains are executing a turning-in approach or stopping at the turning-back station on the turning-back path, selecting the station without stopping the train as the turning-back station, and determining the turning-back path corresponding to the turning-back station as a candidate turning-back path;
The step of selecting a target reentrant path in the reentrant area according to a path selection principle corresponding to the approach type comprises the following steps:
determining the candidate reentry route as a target reentry route, and triggering the current train to execute a reentry route based on the target reentry route;
The method further comprises the steps of:
if the alternative stations included in the turning-back area have the vehicle buckling state, directly selecting the stations without the vehicle buckling state in the alternative stations as turning-back stations, and triggering the current train to execute a turning-in route based on the turning-back route corresponding to the turning-back stations.
2. The method of claim 1, wherein the step of sending request information to an administrator of an associated zone where the train is currently located to request a train list of the associated zone comprises:
Sending request information to an administrator of an associated area of the current position of the train according to a preset list form; wherein the list form in the request information includes: track identifications in the associated areas and starting mileage and end mileage of the corresponding tracks of the track identifications;
And receiving and storing a train list of the associated area returned by the administrator according to the list form, wherein the train list comprises the track identifiers and train identifiers of at least one associated train on the track corresponding to the track identifiers.
3. The method of claim 2, wherein the step of establishing communication with at least one associated train recited in the train list to obtain a train status of at least one of the associated trains comprises:
Extracting train identifications of the associated trains contained in the train list;
sending a communication request to the associated train corresponding to each train identifier so as to establish communication with the associated train;
Sending a state acquisition request to the associated train for establishing communication, and receiving a train state returned by the associated train based on the state acquisition request;
And saving the train state.
4. A control device for turning back a train, comprising:
The request module is used for sending request information to an administrator of an associated area of the current position of the train to request a train list of the associated area if the current train is monitored to meet the autonomous turn-back condition; wherein the association region includes: the area where the train body is located and the turning-back area where the turning-back path of the train is planned to turn back;
The communication module is used for receiving the train list returned by the administrator and establishing communication with at least one associated train recorded in the train list so as to acquire a train state of at least one associated train; the associated trains are other trains except the current train in the associated area;
the control module is used for selecting a target turning-back path in the turning-back area based on the train state and a preset path selection principle so as to control the train to turn back according to the target turning-back path;
Wherein, if the current train is monitored to meet the following conditions at the same time, determining that the current train meets the autonomous foldback condition:
the train prepares to launch at the current platform;
A turning-back area is arranged in front of the train plan, and comprises a plurality of alternative stations;
The train states include the following states: the train buckling state, the train position, the train speed, the route type and the route destination;
In the above control module, selecting a target turning-back path in the turning-back area based on the train state and a preset path selection principle, so as to control the train to turn back according to the target turning-back path, including:
judging whether the alternative platform included in the turning-back area has a vehicle buckling state or not;
If not, obtaining the route type of the associated train; wherein the route type includes one of the following types: a normal access, a folding access and a non-access;
Selecting a target turning-back path in the turning-back area according to a path selection principle corresponding to the route type so as to control the train to turn back according to the target turning-back path;
the path selection principle corresponding to the route type comprises at least one of the following steps:
If the type of the route is the normal route or a folding-out route and the associated train of the folding-out route is started or leaves a folding-back platform, determining a folding-back route corresponding to the type of the route as one candidate folding-back route;
If the route type is a folding route and only one associated train executing the folding route exists, selecting another station of the destination station of the folding route of the associated train, and determining a folding route corresponding to the other station as a candidate folding route;
If a plurality of associated trains execute a folding-in route or stop at a folding-back platform on the folding-back route, determining the folding-back route where the associated trains are considered to be nearest as a candidate folding-back route;
if only one associated train stopped at the turning-back station is stopped, and no other trains are executing a turning-in approach or stopping at the turning-back station on the turning-back path, selecting the station without stopping the train as the turning-back station, and determining the turning-back path corresponding to the turning-back station as a candidate turning-back path;
The step of selecting a target reentrant path in the reentrant area according to a path selection principle corresponding to the approach type comprises the following steps:
determining the candidate reentry route as a target reentry route, and triggering the current train to execute a reentry route based on the target reentry route;
The device is also for:
if the alternative stations included in the turning-back area have the vehicle buckling state, directly selecting the stations without the vehicle buckling state in the alternative stations as turning-back stations, and triggering the current train to execute a turning-in route based on the turning-back route corresponding to the turning-back stations.
5. An electronic device comprising a processor and a memory, the memory storing computer executable instructions executable by the processor, the processor executing the computer executable instructions to implement the method of any one of claims 1 to 3.
6. A computer readable storage medium storing computer executable instructions which, when invoked and executed by a processor, cause the processor to implement the method of any one of claims 1 to 3.
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