WO2019024716A1 - Procédé et dispositif permettant de déterminer une autorisation de déplacement de train, et train associé - Google Patents

Procédé et dispositif permettant de déterminer une autorisation de déplacement de train, et train associé Download PDF

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Publication number
WO2019024716A1
WO2019024716A1 PCT/CN2018/096828 CN2018096828W WO2019024716A1 WO 2019024716 A1 WO2019024716 A1 WO 2019024716A1 CN 2018096828 W CN2018096828 W CN 2018096828W WO 2019024716 A1 WO2019024716 A1 WO 2019024716A1
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WIPO (PCT)
Prior art keywords
train
adjacent
determining
movement authorization
type
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Application number
PCT/CN2018/096828
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English (en)
Chinese (zh)
Inventor
林宇玄
吴智利
卓开阔
王发平
曹欣
Original Assignee
比亚迪股份有限公司
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Publication of WO2019024716A1 publication Critical patent/WO2019024716A1/fr

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Classifications

    • 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
    • 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
    • B61L23/22—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in two directions over the same pair of rails

Definitions

  • the present application relates to the field of rail transit technology, and in particular, to a method, a device and a train for determining a train movement authorization.
  • a zone controller (Zone Controller, hereinafter referred to as ZC) integrates the route information transmitted by Computer Interlocking (CI) with the position information transmitted by the train, and calculates the movement for each train. Authorized and sent to the corresponding train.
  • CI Computer Interlocking
  • the ZC needs to use various trackside devices and communication devices, which is troublesome and has a large input.
  • ZC calculates a mobile authorization for each train and also requires a large number of real-time calculations. If the ZC fails, all communication vehicles in the ZC control area need to be directed to the safety side (emergency braking), which involves a wide range and difficulty in recovery.
  • the present application aims to solve at least one of the technical problems in the related art to some extent.
  • the first object of the present application is to provide a method for determining a train movement authorization, so as to realize that the train obtains the driving information and the switch information of the adjacent trains on the driving route of the train, and then determines the type of the dangerous point ahead.
  • the end point of the above-mentioned train movement authorization is determined according to the type of the dangerous point, so that the train can be stopped at any position on the driving path instead of the signal machine, and the utilization of the line section is greatly improved.
  • a second object of the present application is to provide a device for determining a train movement authorization.
  • a third object of the present application is to propose a train.
  • a fourth object of the present application is to propose a non-transitory computer readable storage medium.
  • the first aspect of the present application provides a method for determining a train movement authorization, including: determining a driving route of a train; and acquiring driving information and switch information of an adjacent train of the train on the driving path. Determining a type of a dangerous point closest to the train according to the driving information of the adjacent train and the switch information; determining an end point of the train movement authorization according to a type of the dangerous point closest to the train.
  • the train movement authorization in the embodiment of the present application, after determining the driving route of the train, acquiring the driving information and the turnout information of the adjacent train of the train on the driving route, and then according to the driving information and the turnout information of the adjacent train Determining the type of the dangerous point closest to the above train, and finally determining the end point of the train movement authorization according to the type of the dangerous point closest to the train, so that the train can obtain the driving information and the switch of the adjacent train on the driving route of the train.
  • the type of dangerous point in front is determined by itself, and the end point of the above-mentioned train movement authorization is determined according to the type of the dangerous point, so that the train can be stopped at any position on the driving path instead of the signal machine, thereby greatly improving the utilization of the line segment. Rate, and the above-mentioned trains only need to consider the dangerous points that have an impact on their own driving safety when determining the end point of the above-mentioned train movement authorization, and the realization is simple.
  • the second aspect of the present application provides a determining device for determining a train movement authorization, comprising: a determining module, configured to determine a driving path of the train; and an obtaining module, configured to acquire a driving path determined by the determining module The driving information and the switch information of the adjacent trains of the train; the determining module is further configured to determine, according to the driving information and the switch information of the adjacent train, the type of the dangerous point closest to the train; and the distance according to the distance The type of dangerous point nearest to the train determines the end of the train movement authorization.
  • the acquiring module acquires driving information and switch information of the adjacent train of the train on the driving route, and then determines the module according to the adjacent train.
  • the driving information and the switch information determine the type of the dangerous point closest to the train, and finally determine the end point of the train movement authorization according to the type of the dangerous point closest to the train, so that the train can obtain the adjacent route on the train.
  • the train information and the switch information determine the type of danger point ahead, and determine the end point of the train movement authorization according to the type of the danger point, so as to ensure that the train stops at any position on the driving path instead of the signal machine.
  • the utilization of the line section is improved, and the above-mentioned train only needs to consider the dangerous point that has an influence on the driving safety of the train when determining the end point of the above-mentioned train movement authorization, and is simple to implement.
  • a third aspect of the present application provides a train comprising: a memory, a processor, and a computer program stored on the memory and operable on the processor, the processor executing the In the case of a computer program, the method as described above is implemented.
  • a fourth aspect of the present application proposes a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements the method as described above.
  • FIG. 1 is a flow chart of an embodiment of a method for determining a train movement authorization of the present application
  • FIG. 2 is a flow chart of another embodiment of a method for determining a train movement authorization of the present application
  • FIG. 3 is a flow chart of still another embodiment of a method for determining a train movement authorization according to the present application
  • FIG. 4 is a schematic diagram of an example of a method for determining a train movement authorization of the present application
  • FIG. 5 is a flow chart of still another embodiment of a method for determining a train movement authorization according to the present application
  • FIG. 6 is a schematic diagram of another example of a method for determining a train movement authorization of the present application.
  • FIG. 7 is a flow chart of still another embodiment of a method for determining a train movement authorization of the present application.
  • FIG. 8 is a schematic structural diagram of an embodiment of a device for determining a train movement authorization according to the present application.
  • FIG. 9 is a schematic structural diagram of another embodiment of a device for determining a train movement authorization according to the present application.
  • FIG. 10 is a schematic structural view of an embodiment of a train of the present application.
  • FIG. 1 is a flowchart of an embodiment of a method for determining a train movement authorization according to the present application. As shown in FIG. 1 , the method for determining the train movement authorization may include:
  • step 101 a driving route of the train is determined.
  • the train determines the travel path of the train in the absence of an access.
  • the Automatic Train Supervision (ATS) sends a driving plan to the train.
  • the driving plan includes all the parking points of the train.
  • the train can determine the position of the next parking point according to its own position and running direction, thus determining the driving. path.
  • Step 102 Obtain driving information and switch information of the adjacent trains of the train on the driving route.
  • the driving information of the adjacent trains of the train may include one or a combination of train parameters, running speed, running direction, real-time position, maximum braking rate of the train, and emergency stop state.
  • obtaining driving information and switch information of the adjacent trains of the train on the driving route that is, acquiring driving information or switch information of the adjacent trains of the train on the driving route, or acquiring phases of the train on the driving route Driving information and turnout information for neighboring trains.
  • Step 103 Determine the type of the dangerous point closest to the train according to the driving information of the adjacent train and the switch information.
  • Step 104 Determine an end point of the train movement authorization according to the type of the dangerous point closest to the train.
  • the train should compensate for the different safety margins from the dangerous point closest to the train according to the type of the dangerous point closest to the train as the protection point, that is, the end point of the mobile authorization.
  • the dangerous point is the position point determined according to the farthest braking distance that can guarantee the safety of train driving.
  • the nearest dangerous point of the train must not exceed the mobile authorization end point, so a certain distance must be reserved between the dangerous point and the mobile authorization end point, which is the safety margin.
  • the train should take emergency braking measures if the train itself fails or does not meet the calculated mobile authorization conditions.
  • the method for determining the train movement authorization after determining the driving route of the train, acquiring the driving information and the ballast information of the adjacent train of the train on the driving route, and determining the distance from the train according to the driving information and the ballast information of the adjacent train The type of the most recent dangerous point, and finally determining the end point of the train movement authorization according to the type of the dangerous point closest to the train, so that the train can obtain the driving information and the switch information of the adjacent train on the driving route of the train, and then determine The type of dangerous point ahead, the end point of the above-mentioned train movement authorization is determined according to the type of the dangerous point, so that the train can be stopped at any position on the driving path instead of the signal machine, thereby greatly improving the utilization of the line section, and the above train When determining the end point of the above-mentioned train movement authorization, it is only necessary to consider the dangerous points that have an impact on the safety of the vehicle, and it is simple to implement.
  • step 102 may include:
  • Step 201 Obtain driving information and switch information of the adjacent trains of the train on the driving route by using a zone integrated controller (Zone Integrated Controller; ZIC for short).
  • a zone integrated controller Zone Integrated Controller; ZIC for short.
  • the train can communicate with the ZIC periodically or periodically to obtain driving information and switch information of the adjacent trains of the train on the driving route.
  • the ZIC is a device formed by combining the logic processing portion of the CI and the ZC, and the train transmits the position information to the ZIC, and the ZIC can sort and train the train according to the position information of the train, and then the ZIC will train the train.
  • the sorting result and the axle counting occupancy information are sent to the above train.
  • the ZIC can transmit the driving information and the ballast information of the adjacent trains on the driving route with the train to the train. If the train on the line cannot communicate with the ZIC on the main line or the ZIC communication timeout, the train cannot provide the front and rear information as a reliable dangerous point.
  • the occupancy information of the axle counting section of the non-communication vehicle is to determine an accurate dangerous point in order to ensure the safe travel of the subsequent train.
  • FIG. 3 is a flowchart of still another embodiment of a method for determining a train movement authorization of the present application.
  • the type of the dangerous point closest to the train may be: an oncoming vehicle. The front of the car.
  • step 104 can be:
  • Step 301 when the running direction of the adjacent train is opposite to the running direction of the train, determining that the end point of the train movement authorization is in front of the front of the adjacent train, and the distance between the end point of the train movement authorization and the head of the adjacent train is
  • the set spacing is determined according to the braking distance of the train and its adjacent trains.
  • the braking distance of the train and its adjacent trains is calculated according to the current speed and emergency braking rate of the train and its adjacent trains.
  • the train can calculate the braking distance of the train and the adjacent train according to the current speed and the emergency braking rate of the train and the adjacent train acquired in real time, and increase the braking distance compensation by the set safety margin.
  • the pitch set as described above can be obtained.
  • the adjacent train when the running direction of the adjacent train is opposite to the running direction of the train, the adjacent train is the opposite vehicle of the train.
  • the size of the safety margin set by the above may be set according to system performance and/or implementation requirements, etc., and the size of the safety margin set by the above embodiment is not limited in this embodiment.
  • FIG. 4 is a schematic diagram of an example of a method for determining a train movement authorization according to the present application.
  • the train When the train is in operation, the running direction of the adjacent train is opposite to the running direction of the train from the ZIC, the train should immediately be dangerous.
  • the point is changed to the position in front of the front of the vehicle and kept at a certain distance (configurable).
  • the train calculates the braking distance of the two cars according to the current speed and the emergency braking rate of the two vehicles obtained in real time, and obtains the spacing by setting the safety margin based on the braking distance. In this way, during the running of the train, the end point of the mobile authorization is continuously retracted to ensure the safety margin reserved from the adjacent train after the final train stops.
  • the train when the train passes the end point of the train movement authorization, or the train suddenly retreats, and the forward action causes the distance between the train and the adjacent train to be less than a set interval, immediately The train takes braking measures and sends an alarm message to the ATS.
  • the type of the dangerous point closest to the train may be: a switch.
  • step 104 can be:
  • Step 501 When the train enters the switch control area, before obtaining the switch control right, determine that the end point of the train movement authorization is outside the safe area of the switch, and the length of the safe area of the switch satisfies the turn-back function of the train.
  • FIG. 6 is a schematic diagram of another example of a method for determining a train movement authorization according to the present application.
  • the switch needs to be divided into a control area and a security area.
  • the train When the train enters the control area of the switch, it needs to communicate with the ZIC immediately and send a call control request.
  • the train determines that the end of the mobile authorization is not allowed to cross the safe area of the switch, that is, the train authorization is determined.
  • the destination is outside the safe area of the above switch.
  • the train is not available after the train enters the switch control area or the turnout state is lost, it is also determined that the end of the train movement authorization is outside the safe area of the switch.
  • the length of the safety zone of the above ballast should be set to meet the folding function of the above train.
  • FIG. 7 is a flowchart of still another embodiment of a method for determining a train movement authorization according to the present application.
  • the type of the dangerous point closest to the train may be: a front vehicle. tail.
  • step 104 can be:
  • Step 701 when the driving direction of the adjacent train is the same as the driving direction of the train, and the adjacent train is in front of the train, determining that the end point of the movement authorization of the train is behind the tail of the adjacent train, and The distance between the end point of the train movement authorization and the tail of the adjacent train is the set safety margin.
  • the size of the security margin set by the foregoing may be set according to the system performance and/or the implementation requirement, and the size of the security margin set by the foregoing embodiment is not limited.
  • the adjacent train when the running direction of the adjacent train is the same as the running direction of the train, and the adjacent train is in front of the train, the adjacent train is the preceding vehicle of the train, at this time,
  • the train may determine that the end of the mobile authorization is behind the tail of the adjacent train, and the distance between the end of the train movement authorization and the tail of the adjacent train is a set safety margin.
  • the method for determining the train movement authorization is based on the safety margin between the trains and the control of the train to the ballast to determine the movement authorization.
  • the method for determining the train movement authorization does not require the ZC to ensure the position of the train through a large number of trackside equipment and the approach.
  • Control the train actively communicates with ZIC to upload its own position and determine its own mobile authorization.
  • the method of determining the mobile authorization uses the dangerous point search and protection method to search for dangerous points on the driving path and respond to and protect it.
  • the dangerous point that has an impact on the safety of its own driving is simple to implement, and it can ensure that the train stops at any position on the driving path instead of the signal machine, which greatly improves the utilization of the line section.
  • FIG. 8 is a schematic structural diagram of an apparatus for determining a train movement authorization according to an embodiment of the present invention.
  • the apparatus for determining a train movement authorization in the embodiment may be used as a part of a train to implement a method for determining a train movement authorization provided by the embodiment of the present application.
  • the determining device for determining the train movement authorization may include: a determining module 81 and an obtaining module 82.
  • the determining module 81 is configured to determine a driving route of the train. In this embodiment, the determining module 81 determines a driving route of the train in the absence of an access.
  • the obtaining module 82 is configured to acquire driving information and switch information of the adjacent trains of the train on the driving path determined by the determining module 81.
  • the driving information of the adjacent train may include one or a combination of a train parameter, an operating speed, a running direction, a real-time position, a maximum braking rate of the train, and an emergency parking state.
  • the determining module 81 is further configured to determine a type of a dangerous point closest to the train according to the driving information and the switch information of the adjacent train; and determine an end point of the train movement authorization according to a type of the dangerous point closest to the train.
  • the determining module 81 should compensate for the different safety margins closest to the train according to the type of the dangerous point closest to the train, and then use the safety margin as the protection point, that is, the end point of the mobile authorization.
  • the train should take emergency braking measures if the train itself fails or does not meet the calculated mobile authorization conditions.
  • the obtaining module 82 acquires the driving information and the switch information of the adjacent train of the train on the driving route, and then the determining module 81 is based on the adjacent train.
  • the driving information and the switch information determine the type of the dangerous point closest to the train, and finally determine the end point of the train movement authorization according to the type of the dangerous point closest to the train, so that the train can obtain the adjacent train on the driving route of the train.
  • the type of the dangerous point in front is determined by itself, and the end point of the above-mentioned train movement authorization is determined according to the type of the dangerous point, thereby ensuring that the train is stopped at any position on the driving path instead of the signal, greatly improving
  • the utilization of the line section, and the above-mentioned trains only need to consider the dangerous points that have an impact on their own driving safety when determining the end point of the above-mentioned train movement authorization, and the realization is simple.
  • FIG. 9 is a schematic structural diagram of another embodiment of a device for determining a train movement authorization according to the present application.
  • the obtaining module 82 is specifically configured to acquire the driving information and the switch information of the adjacent trains of the train on the driving path by using the ZIC.
  • the obtaining module 82 can communicate with the ZIC periodically or periodically to obtain driving information and switch information of the adjacent trains of the train on the driving path.
  • the type of the dangerous point closest to the train may be: the opposite vehicle front.
  • the determining module 81 is specifically configured to determine that the end point of the train movement authorization is in front of the front of the adjacent train when the running direction of the adjacent train is opposite to the running direction of the train, and the end point of the train movement authorization and the adjacent train
  • the distance between the front and the head is the set distance.
  • the set distance is determined according to the braking distance of the train and its adjacent train.
  • the braking distance of the train and its adjacent train is calculated according to the current speed and emergency braking rate of the train and its adjacent trains. get.
  • the train can calculate the braking distance of the train and the adjacent train according to the current speed and the emergency braking rate of the train and the adjacent train acquired in real time, and increase the braking distance compensation by the set safety margin.
  • the pitch set as described above can be obtained.
  • the adjacent train when the running direction of the adjacent train is opposite to the running direction of the train, the adjacent train is the opposite vehicle of the train.
  • the size of the safety margin set by the above may be set according to system performance and/or implementation requirements, etc., and the size of the safety margin set by the above embodiment is not limited in this embodiment.
  • the determining module 81 when the acquisition module 82 obtains the running direction of the adjacent train from the ZIC opposite to the running direction of the train, the determining module 81 should immediately change the dangerous point to the front of the opposite vehicle head and maintain a certain distance. (Configurable) location.
  • the determining module 81 calculates the braking distance of the two vehicles according to the current speed and the emergency braking rate of the two vehicles acquired in real time, and obtains the spacing by setting the safety margin based on the braking distance. In this way, during the running of the train, the end point of the mobile authorization is continuously retracted to ensure the safety margin reserved from the adjacent train after the final train stops.
  • the determining device for determining the train movement authorization may further include: a control module 83 and a sending module 84.
  • the control module 83 is configured to: when the train passes the end point of the train movement authorization determined by the determining module 81, or when the train suddenly retreats, the forward action causes the distance between the train and the adjacent train to be less than the set interval Immediately take brake measures on the above trains.
  • the sending module 84 is configured to: when the train passes the end point of the train movement authorization determined by the determining module 81, or when the train suddenly retreats, the forward action causes the distance between the train and the adjacent train to be less than the set interval , send an alarm message to the ATS.
  • the type of the dangerous point closest to the train may be: a switch.
  • the determining module 81 is specifically configured to: when the train enters the switch control area, determine that the end point of the train movement authorization is outside the safety area of the switch before the control of the switch is obtained, and the length of the safe area of the switch satisfies the train Foldback function.
  • the switch needs to be divided into a control area and a safety area.
  • the determination module 81 determines that the end of the mobile authorization is not allowed to cross the safe area of the switch, that is, the train movement is determined. The authorized end point is outside the safe area of the above switch.
  • the determination module 81 also determines that the end of the train movement authorization is outside the safe area of the switch. Wherein, the length of the safety zone of the above-mentioned switch should be set to meet the return function of the above train.
  • the type of the dangerous point closest to the train may be: the front vehicle tail.
  • the determining module 81 is specifically configured to: when the driving direction of the adjacent train is the same as the driving direction of the train, and the adjacent train is in front of the train, determine an end point of the mobile authorization of the train at the end of the adjacent train The rear of the train and the distance between the end of the train movement authorization and the tail of the adjacent train are the set safety margin.
  • the size of the security margin set by the foregoing may be set according to the system performance and/or the implementation requirement, and the size of the security margin set by the foregoing embodiment is not limited.
  • the determining module 81 may determine that the end point of the mobile authorization is behind the tail of the adjacent train, and the distance between the end point of the train movement authorization and the tail of the adjacent train is a set safety margin.
  • the determining device for the train movement authorization realizes the determination of the movement authorization based on the safety margin between the trains and the control of the train to the switch.
  • the determining device for the train movement authorization does not require the ZC to ensure the position of the train through a large number of trackside devices and approaches.
  • Control actively communicate with ZIC to upload its own position and determine its own mobile authorization.
  • determining the mobile authorization of the train it uses the dangerous point to search for protection, search for dangerous points on the driving path and respond and protect it.
  • the dangerous point of self-driving safety has a simple realization, and it can ensure that the train stops at any position on the driving path instead of the signal machine, which greatly improves the utilization of the line section.
  • the train may include: a memory, a processor, and a computer program stored on the memory and operable on the processor, where the processor executes the computer program A method for determining a train movement authorization provided by an embodiment of the present application.
  • the above-mentioned trains may also include other devices for maintaining the operation of the train, such as braking devices, transmitters, and/or radars, which are not limited in this embodiment, and are not shown in FIG.
  • FIG. 10 illustrates a block diagram of an exemplary train 12 suitable for use in implementing embodiments of the present application.
  • the train 12 shown in FIG. 10 is merely an example and should not impose any limitation on the function and scope of use of the embodiments of the present application.
  • train 12 is represented in the form of a general purpose computing device.
  • the components of train 12 may include, but are not limited to, one or more processors or processing units 16, system memory 28, and bus 18 that connects different system components, including system memory 28 and processing unit 16.
  • Bus 18 represents one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, a graphics acceleration port, a processor, or a local bus using any of a variety of bus structures.
  • these architectures include, but are not limited to, an Industry Standard Architecture (hereinafter referred to as ISA) bus, a Micro Channel Architecture (MAC) bus, an enhanced ISA bus, and video electronics.
  • ISA Industry Standard Architecture
  • MAC Micro Channel Architecture
  • VESA Video Electronics Standards Association
  • PCI Peripheral Component Interconnection
  • Train 12 typically includes a variety of computer system readable media. These media can be any available media that can be accessed by train 12, including volatile and non-volatile media, removable and non-removable media.
  • System memory 28 may include computer system readable media in the form of volatile memory, such as random access memory (RAM) 30 and/or cache memory 32. Train 12 may further include other removable/non-removable, volatile/non-volatile computer system storage media.
  • storage system 34 may be used to read and write non-removable, non-volatile magnetic media (not shown in Figure 10, commonly referred to as a "hard disk drive”).
  • a disk drive for reading and writing to a removable non-volatile disk for example, a "floppy disk”
  • a removable non-volatile disk for example, a compact disk read-only memory (Compact)
  • each drive can be coupled to bus 18 via one or more data medium interfaces.
  • Memory 28 can include at least one program product having a set (e.g., at least one) of program modules configured to perform the functions of the various embodiments of the present application.
  • a program/utility 40 having a set (at least one) of program modules 42 may be stored, for example, in memory 28, such program modules 42 including, but not limited to, an operating system, one or more applications, other programs Modules and program data, each of these examples or some combination may include an implementation of a network environment.
  • Program module 42 typically performs the functions and/or methods of the embodiments described herein.
  • Train 12 may also be in communication with one or more external devices 14 (e.g., a keyboard, pointing device, display 24, etc.), and may also be in communication with one or more devices that enable a user to interact with the train 12, and/or Train 12 can communicate with any device (e.g., network card, modem, etc.) that is in communication with one or more other computing devices. This communication can take place via an input/output (I/O) interface 22.
  • the train 12 can also pass through the network adapter 20 and one or more networks (for example, a local area network (LAN), a wide area network (WAN), and/or a public network, such as the Internet). Communication. As shown in FIG. 10, network adapter 20 communicates with other modules of train 12 via bus 18.
  • LAN local area network
  • WAN wide area network
  • public network such as the Internet
  • the processing unit 16 performs various function applications and data processing by running a program stored in the system memory 28, for example, a method for determining the train movement authorization provided by the embodiment of the present application.
  • the present application also provides a non-transitory computer readable storage medium having a computer program stored thereon, and when the computer program is executed by the processor, the method for determining the train movement authorization provided by the embodiment of the present application is implemented.
  • the above non-transitory computer readable storage medium may employ any combination of one or more computer readable mediums.
  • the computer readable medium can be a computer readable signal medium or a computer readable storage medium.
  • 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 of the above.
  • a computer readable storage medium can be any tangible medium that can contain or store a program, which can be used by or in connection with an instruction execution system, apparatus or device.
  • a computer readable signal medium may include a data signal that is propagated in the baseband or as part of a carrier, carrying computer readable program code. Such propagated data signals can take a variety of forms including, but not limited to, electromagnetic signals, optical signals, or any suitable combination of the foregoing.
  • the computer readable signal medium can also be any computer readable medium other than a computer readable storage medium, which can transmit, propagate, or transport a program for use by or in connection with the instruction execution system, apparatus, or device. .
  • Program code embodied on a computer readable medium can be transmitted by any suitable medium, including but not limited to wireless, wire, fiber optic cable, RF, etc., or any suitable combination of the foregoing.
  • Computer program code for performing the operations of the present application may be written in one or more programming languages, or a combination thereof, including an object oriented programming language such as Java, Smalltalk, C++, and conventional Procedural programming language—such as the "C" language or a similar programming language.
  • the program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer, partly on the remote computer, or entirely on the remote computer or server.
  • the remote computer can be connected to the user computer through any kind of network, including a local area network (LAN) or a wide area network (WAN), or Connect to an external computer (for example, using an Internet service provider to connect via the Internet).
  • LAN local area network
  • WAN wide area network
  • an Internet service provider for example, using an Internet service provider to connect via the Internet.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” and “second” may include at least one of the features, either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • a "computer-readable medium” can be any apparatus that can contain, store, communicate, propagate, or transport a program for use in an instruction execution system, apparatus, or apparatus, or in conjunction with such an instruction execution system, apparatus, or apparatus.
  • Computer readable media include the following: electrical connections (electronic devices) having one or more wires, portable computer disk cartridges (magnetic devices), random access memory (Random Access Memory) (hereinafter referred to as: RAM), Read Only Memory (ROM), Erasable Programmable Read Only Memory (EPROM) or flash memory, fiber optic devices, and Compact Disc Read Only Memory (hereinafter referred to as CD-ROM).
  • the computer readable medium may even be a paper or other suitable medium on which the program can be printed, as it may be optically scanned, for example by paper or other medium, followed by editing, interpretation or, if appropriate, other suitable The method is processed to obtain the program electronically and then stored in computer memory.
  • portions of the application can be implemented in hardware, software, firmware, or a combination thereof.
  • multiple steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system.
  • a suitable instruction execution system For example, if implemented in hardware and in another embodiment, it can be implemented by any one or combination of the following techniques well known in the art: discrete with logic gates for implementing logic functions on data signals Logic circuit, ASIC with suitable combination logic gate, Programmable Gate Array (PGA), Field Programmable Gate Array (FPGA).
  • each functional unit in each embodiment of the present application may be integrated into one processing module, or each unit may exist physically separately, or two or more units may be integrated into one module.
  • the above integrated modules can be implemented in the form of hardware or in the form of software functional modules.
  • the integrated modules, if implemented in the form of software functional modules and sold or used as stand-alone products, may also be stored in a computer readable storage medium.
  • the above mentioned storage medium may be a read only memory, a magnetic disk or an optical disk or the like. While the embodiments of the present application have been shown and described above, it is understood that the above-described embodiments are illustrative and are not to be construed as limiting the scope of the present application. The embodiments are subject to variations, modifications, substitutions and variations.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

L'invention concerne un procédé permettant de déterminer une autorisation de déplacement d'un train, consistant : à déterminer un itinéraire de conduite pour un train (101) ; à obtenir des informations de conduite d'un train adjacent sur l'itinéraire de conduite, ainsi que des informations de branchement (102) ; à déterminer le type de point dangereux le plus proche du train en fonction des informations de conduite du train adjacent et des informations de branchement (103) ; et à déterminer la fin d'autorisation de déplacement du train en fonction du type de point dangereux le plus proche du train (104). L'invention concerne également un dispositif permettant de déterminer l'autorisation de déplacement d'un train, ainsi qu'un train associé. Le train selon l'invention peut déterminer automatiquement le type de point dangereux situé en avant et déterminer la fin d'autorisation de déplacement en fonction du type de point dangereux, ce qui garantit que le train s'arrête à n'importe quel emplacement sur le trajet de conduite plutôt que devant un signal, améliorant ainsi considérablement le taux d'utilisation d'un tronçon de voie.
PCT/CN2018/096828 2017-07-31 2018-07-24 Procédé et dispositif permettant de déterminer une autorisation de déplacement de train, et train associé WO2019024716A1 (fr)

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