WO2019076031A1 - 对列车进行移动授权控制的方法 - Google Patents

对列车进行移动授权控制的方法 Download PDF

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WO2019076031A1
WO2019076031A1 PCT/CN2018/085945 CN2018085945W WO2019076031A1 WO 2019076031 A1 WO2019076031 A1 WO 2019076031A1 CN 2018085945 W CN2018085945 W CN 2018085945W WO 2019076031 A1 WO2019076031 A1 WO 2019076031A1
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Prior art keywords
train
message
cem
emergency stop
lrbg
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PCT/CN2018/085945
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English (en)
French (fr)
Inventor
江明
周兴韬
杨韬
刘木齐
郑义川
麻江帆
张馨则
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北京全路通信信号研究设计院集团有限公司
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Priority to EP18869040.8A priority Critical patent/EP3636514A4/en
Publication of WO2019076031A1 publication Critical patent/WO2019076031A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0062—On-board target speed calculation or supervision
    • 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
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B61L2027/202—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using European Train Control System [ETCS]

Definitions

  • the present disclosure relates to the field of train operation technology, and in particular, to a method for performing mobile authorization control on a train.
  • the RBC radio blocking center
  • the RBC radio blocking center
  • Figure 1 shows the RBC sending coverage to the train.
  • the number of blocked partitions or routes covered by the mobile authorization includes 3 or more (including the train in the blocked partition or the approach).
  • FIG. 2 is a schematic diagram of the RBC sending SMA (Shorten Movement Authorization) to the train.
  • SMA Shorten Movement Authorization
  • the RBC sends a shortened mobile authorization to the train through message 3 (driving permission), and the message format of M3 is as shown in Table 1 below;
  • the confirmation message is the 146 message shown in Table 2 below.
  • RBC After receiving the confirmation message from the train, RBC believes that the train has accepted the SMA and believes that the train has taken corresponding safety measures (such as emergency braking).
  • the disadvantage of the above-mentioned prior art RBC sending the SMA scheme to the train is that the train transmits a transponder-based location report (M136 message) to the RBC during operation, and the RBC locates the specific location of the train on the line according to the received location information. .
  • the train sends the location information to the RBC according to the set time interval.
  • the train and the RBC wireless connection are normal, the train transmits once every few seconds.
  • the two location information received by the RBC is The interval is longer. Therefore, the position information of the train received by the RBC is hopping, and the distance of the train position hopping is proportional to the running speed of the train.
  • the higher the running speed of the train the greater the distance of the train position hopping.
  • the distance at which the train position jumps is proportional to the interval at which the position information is transmitted. The longer the transmission interval, the greater the distance at which the train position jumps.
  • Figure 3 is a schematic diagram of the relationship between vehicle position hopping and occupancy.
  • the train sends a position report to the RBC at "Location 1" and receives the driving permission sent by the RBC. Thereafter, the train runs normally forward, occupying the N3->N5 and N5->N7 segments in turn, and sends a position report to the RBC again at "Location 2".
  • the dotted line segment indicates the train driving permission
  • the solid line segment indicates the track segment occupancy.
  • the track segment length is Ltrack
  • the train travel distance is Lmove during the train position jump time, that is, the train travels during the train position jump time. The distance is greater than the length of the track segment.
  • the RBC receives the occupancy information of the two sections in turn, and sends the SMA to the train according to the position 1 of the train.
  • the parking points of the SMA are N3 and N5, and at this time, the train needs to accept the SMA parking point unconditionally. At this time, when the running speed of the train is high, the train has crossed the parking point of N5, which will cause the train to stop and stop. The reason for this phenomenon is that the train running speed is not considered, or the position reporting interval is large. Therefore, the adoption of the SMA strategy may cause problems in the availability of train brake parking.
  • Embodiments of the present disclosure provide a method of mobile authorization control of a train to enable efficient mobile authorization control of the train.
  • a method for mobile authorization control of a train comprising:
  • the wireless blocking center RBC sends a conditional emergency stop CEM message to the train;
  • the train After receiving the CEM message, the train acquires location information of an emergency parking point according to the CEM message, and the train acquires a current location of the train through a positioning system;
  • the train determines whether the current position of the train has crossed the position of the emergency stop point, and determines whether to execute the CEM message according to the judgment result.
  • the wireless blocking center RBC sends a conditional emergency stop CEM message to the train, including:
  • the radio occlusion center RBC judges that the occlusion partition occupancy or abnormality occurs within the driving permission range sent to the train, and the occupied or abnormal occlusion partition is not the adjacent occlusion partition of the occlusion section where the train is located in the train running direction, and the RBC sends the CEM to the train. Message.
  • the CEM message includes an NID_LRBG field, a D_EMERGENCYSTOP field, and an M_ACK field, where the value of the NID_LRBG field indicates an identification number of a most recent relevant transponder group in the latest position report of the train, and the value of the D_EMERGENCYSTOP field indicates a train The value of the distance between the most recent relevant transponder group LRBG and the emergency stop point in the latest location report. The value of the M_ACK field is 0, indicating that no confirmation is required after receiving the message.
  • the train receives the CEM message, acquiring the location information of the emergency parking point according to the shortened mobile authorization information included in the CEM message, including:
  • the train After receiving the CEM message, the train parses the CEM message, and queries the location planning information of the pre-stored transponder group LRBG according to the identification number of the nearest relevant transponder group LRBG in the NID_LRBG field in the CEM message, and obtains the latest related transponder group LRBG.
  • Position information according to the D_EMERGENCYSTOP field, obtaining a distance value between the most recent relevant transponder group LRBG and the emergency stop point, adding the position information of the most recent relevant transponder group LRBG to the distance value to obtain the location information of the emergency stop point .
  • the train determines whether the current position of the train has crossed the position of the emergency stop point, and determines whether to execute the CEM message according to the determination result, including:
  • the train acquires a current position of the train through a positioning system, obtains a minimum safe front end position of the train according to the current position of the train, and determines whether a minimum safety front end value of the train has crossed the position of the emergency parking point, and if so, The train ignores the CEM message; otherwise, the train accepts the CEM message and stops normally when the subsequent train runs to the location of the emergency stop.
  • the train ignores the CEM message, including:
  • the train sends an M147 message to the RBC, and the value of the Q_EMERGENCYSTOP field in the M147 message is set to 1.
  • the train ignores the CEM message, indicating that the occupation is occupied by the train itself; after receiving the M147 message, the RBC sends the message according to the transmission.
  • the mobile authorization before the CEM message continues to control the train.
  • the train accepts a CEM message, and when the subsequent train runs to the location of the emergency stop point, the normal parking includes:
  • the train sends a M147 message to the RBC, the value of the Q_EMERGENCYSTOP field in the M147 message is set to 0, and the train accepts the CEM message, and when the subsequent train runs to the location of the emergency stop point, the vehicle stops normally.
  • the embodiment of the present disclosure determines whether the current position of the train crosses the location of the emergency stop point, and determines whether to execute the location according to the judgment result.
  • the CEM message can avoid the situation that the train is suddenly braked and stopped when the train running speed is high or the position reporting interval is large. .
  • FIG. 1 is a schematic diagram of a mobile authorization for an RBC to send a train covering multiple blocked partitions in the prior art
  • FIG. 2 is a schematic diagram of a mobile authorization granted by a RBC to a train in the prior art
  • FIG. 3 is a schematic diagram of a vehicle position jump and occupancy relationship in the prior art
  • FIG. 4 is a process flowchart of a method for performing mobile authorization control on a train according to an embodiment of the present disclosure.
  • FIG. 4 A processing flow of a method for performing mobile authorization control on a train provided by an embodiment of the present disclosure is as shown in FIG. 4, and includes the following processing steps:
  • Step S410 The RBC sends a CEM (Conditional Emergency Stop) message carrying the shortened mobile authorization information to the train.
  • CEM Consumer Emergency Stop
  • the RBC judges that the blocked partition occupancy or abnormality occurs within the driving permission range sent to the train, and the occupied or abnormal blocking partition is not the adjacent blocking partition of the blocked section of the train in the running direction of the train, that is, the train is not blocked in the running direction.
  • the RBC sends a CEM message of the shortened mobility authorization information to the train.
  • the CEM message format is as shown in Table 3 below;
  • the value of the NID_LRBG field indicates the identification number of the most recent relevant transponder group in the latest position report of the train
  • the value of the D_EMERGENCYSTOP field indicates the distance between the nearest relevant transponder group and the emergency stop point in the latest position report of the train.
  • the value of the M_ACK field is 0, indicating that no confirmation is required after receiving the message.
  • the starting point of the occlusion zone occupied by the driving permit is the emergency stop point.
  • Step S420 When the train running speed is high or the position reporting interval is large, the train receives the CEM message, and can decide whether to accept the CEM message according to its own location information, thereby avoiding the situation that the train is emergency brake stop.
  • the train After receiving the CEM message, the train parses the CEM message, and queries the location planning information of the pre-stored transponder group LRBG according to the identification number of the nearest relevant transponder group LRBG in the NID_LRBG field in the CEM message, and obtains the latest related transponder group LRBG.
  • the location information is obtained according to the D_EMERGENCYSTOP field to obtain a distance value between the most recent related LRBG and the emergency stop point, and the position information of the most recent relevant transponder group LRBG is added to the distance value to obtain the location information of the emergency stop point.
  • step S430 the train acquires the current position of the train through the positioning system, and obtains the minimum safe front end position of the train according to the current position of the train. It is determined whether the minimum safe front end of the train has crossed the position of the emergency stop point, and if so, step S450 is performed; otherwise, step S440 is performed.
  • the minimum safety front end of the train refers to the actual position calculated by the train according to the speed measurement or radar equipment, plus the under-reading error of the confidence range of the speed measuring point.
  • Step S440 When it is determined that the minimum safety front end of the train has not crossed the emergency parking point position, the train sends an M147 message to the RBC, and the value of the Q_EMERGENCYSTOP field in the M147 message is set to 0, that is, the train accepts the CEM message, and when the subsequent train runs to Normal parking when the location of the emergency stop.
  • RBC After receiving the above M147 message, RBC shortens the train's mobile authorization to the CEM emergency stop.
  • Step S450 When it is determined that the minimum safety front end of the train has crossed the position of the emergency stop point of the CEM, the train sends an M147 message to the RBC, and the value of the Q_EMERGENCYSTOP field in the M147 message is set to 1, that is, the train ignores the CEM message, indicating that the occupation For the train itself.
  • the RBC After the RBC receives the M147, it continues to control the car according to the mobile authorization before sending the CEM.
  • the RBC sequentially receives the occupation information of the two segments, and sequentially sends the CEM message to the train according to the position 1 of the train, and the emergency stop in the CEM message.
  • the point positions are N3 and N5, respectively.
  • the strategy response analysis when Ltrack is less than Lmove, the CEM message can still be used to judge the train occupancy check, but the SMA strategy will cause the train to brake urgently.
  • the embodiment of the present disclosure determines whether the current position of the train crosses the location of the emergency stop point, and determines whether to execute the CEM message according to the judgment result, thereby avoiding the running speed of the train. If the position is high, or the position report interval is large, the train will be braked for emergency braking.
  • the present disclosure can be implemented by means of software plus a necessary general hardware platform. Based on such understanding, the technical solution of the present disclosure, which is essential or contributes to the prior art, may be embodied in the form of a software product that can be stored in a storage medium such as a ROM/RAM or a disk. An optical disk or the like, including a number of instructions for causing a computer device (which may be a personal computer, server, or network device, etc.) to perform the methods described in various embodiments of the present disclosure or portions of the embodiments.
  • a computer device which may be a personal computer, server, or network device, etc.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

本公开提供了一种对列车进行移动授权控制的方法，包括：无线闭塞中心RBC根据闭塞区间的占用情况，向列车发送紧急停车CEM消息，列车基于该消息判断列车的当前位置是否越过了紧急停车点的位置，并决定是否执行所述CEM消息。本公开可以避免当列车运行速度较高，或者位置报告间隔较大的情况下，造成列车紧急制动停车的情况。

Description

对列车进行移动授权控制的方法
本申请要求于2017年10月20日递交的中国专利申请第201710983669.0号的优先权，在此全文引用上述中国专利申请公开的内容以作为本申请的一部分。
技术领域
本公开涉及列车运行技术领域，尤其涉及一种对列车进行移动授权控制的方法。
背景技术
列车在运行过程中，RBC(radio blocking center，无线闭塞中心)根据线路上闭塞分区或者进路状态给列车A发送了包含多个闭塞分区或者进路的移动授权，图1为RBC给列车发送覆盖多个闭塞分区后进路的移动授权示意图。此处移动授权覆盖的闭塞分区或进路个数包含3个及以上(包含列车在闭塞分区或进路)。
若列车前方移动授权范围的闭塞分区或进路(以列车所在闭塞分区或进路相隔1个或以上的闭塞分区或进路)出现占用状态，此时，RBC应给列车发送的移动授权缩短到所占用闭塞分区或进路的起点，图2为RBC给列车发送SMA(Shorten Movement Authorization，缩短的移动授权)示意图。
如图2所示，RBC通过消息3(行车许可)给列车发送缩短的移动授权，M3的消息格式如下述表1所示；
表1 消息3：行车许可
Figure PCTCN2018085945-appb-000001
Figure PCTCN2018085945-appb-000002
列车收到SMA后，应采取相应的安全措施(如紧急制动)，并给RBC回复确认消息，该确认消息为下述表2所示的146消息。
表2 消息146
Figure PCTCN2018085945-appb-000003
RBC收到列车的确认消息后，认为列车已经接受了SMA，并认为列车已经采取了相应的安全措施(如紧急制动)。
列车收到SMA时，若列车位置尚未越过SMA的终点，则采取紧急制动，确保列车在SMA终点前停车。列车收到SMA时，若列车位置已经越过SMA的终点，则列车转为冒进模式，采取最大常用制动使列车停车。
上述现有技术中的RBC给列车发送SMA方案的缺点为：列车在运行过程中，向RBC发送基于应答器的位置报告(M136消息)，RBC根据接收的的位置信息定位列车在线路上的具体位置。而列车是按照设定时间间隔向RBC发送位置信息，列车和RBC无线连接正常的情况下隔几秒发送1次，在无线连接出现延迟或者中断的情况下，RBC收到的两条位置信息的间隔更长。因此，RBC接收到的列车的位置信息是跳变的，列车位置跳变的距离和列车运行速度成正比，也就是说，列车运行速度越高，列车位置跳变的距离也就越大。列车位置跳变的距离和位置信息的发送间隔成正比，发送间隔越长，则列车位置跳变的距离也越大。
图3为一种车位置跳变与占用关系示意图，列车在“位置1”向RBC发送位置报告，并收到RBC发送的行车许可。此后，列车正常向前运行，依次占用N3->N5和N5->N7区段，并在“位置2”再次向RBC发送位置报告。图3中点画线线段表示列车行车许可，实线线段表示轨道区段占用，假设轨道区段长度为Ltrack，列车位置跳变时间内列车走行距离为Lmove，即列车位置跳变时间内列车走行的距离大于轨道区段长度。
RBC依次收到两个区段的占用信息，根据列车的位置1，依次向列车发送SMA，SMA的停车点为N3和N5，而此时，列车则需要无条件接受SMA的停车点。此时，当列车的运行速度较高时，列车已经越过了N5的停车点，将造成列车紧急制动停车。造成该现象的原因是：未考虑列车运行速度较高，或者位置报告间隔较大的情况下。因此，采用SMA策略可能造成列车制动停车的影响可用性的问题。
发明内容
本公开的实施例提供了一种对列车进行移动授权控制的方法，以实现对列车进行有效地移动授权控制。
为了实现上述目的，本公开采取了如下技术方案：
一种对列车进行移动授权控制的方法，包括：
无线闭塞中心RBC向列车发送有条件紧急停车CEM消息；
所述列车收到所述CEM消息后，根据所述CEM消息获取紧急停车点的位置信息，所述列车通过定位系统获取列车的当前位置；
所述列车判断列车的当前位置是否越过了所述紧急停车点的位置，根据判断结果决定是否执行所述CEM消息。
进一步地，所述的无线闭塞中心RBC向列车发送有条件紧急停车CEM消息，包括:
无线闭塞中心RBC判断在其给列车发送的行车许可范围内出现闭塞分区占用或异常，且占用或异常的闭塞分区并非列车运行方向上列车所在闭塞分区的相邻闭塞分区，则RBC向列车发送CEM消息。
进一步地，所述CEM消息中包括NID_LRBG字段、D_EMERGENCYSTOP字段和M_ACK字段，所述NID_LRBG字段的取值表示列车最新位置报告中的最近相关应答器组的标识号，所述D_EMERGENCYSTOP字段的取值表示列车最新位置报告中的最近相关应答器组LRBG与紧急停车点之间的距离值，所述M_ACK字段的取值为0，表示接收到该消息后，不需返回确认。
进一步地，所述的列车收到所述CEM消息后，根据所述CEM消息中包括的缩短的移动授权信息获取紧急停车点的位置信息，包括：
列车收到CEM消息后，解析CEM消息，根据CEM消息中的NID_LRBG字段中的最近相关应答器组LRBG的标识号查询预先存储的应答器组LRBG的位置规划信息，获取最近相关应答器组LRBG的位置信息，根据所述D_EMERGENCYSTOP字段获取最近相关应答器组LRBG至紧急停车点之间的距离值，将所述最近相关应答器组LRBG的位置信息加上所述距离值得到紧急停车点的位置信息。
进一步地，所述的列车判断列车的当前位置是否越过了所述紧急停车点的位置，根据判断结果决定是否执行所述CEM消息，包括：
所述列车通过定位系统获取列车的当前位置，根据所述列车的当前位置获取列车的最小安全前端位置，判定列车的最小安全前端值是否已经越过所述紧急停车点的位置，如果是，所述列车忽略所述CEM消息；否则，所述列车接受CEM消息，当后续列车运行到紧急停车点的位置时，正常停车。
进一步地，所述的列车忽略所述CEM消息，包括：
所述列车给RBC发送M147消息，该M147消息中的Q_EMERGENCYSTOP字段的值置为1，所述列车忽略CEM消息，表示该占用为列车自身占用；所述RBC收到所述M147消息后，按照发送CEM消息前的移动授权继续对所述列车进行控制。
进一步地，所述的列车接受CEM消息，当后续列车运行到紧急停车点的位置时，正常停车，包括：
所述列车给所述RBC发送M147消息，所述M147消息中的 Q_EMERGENCYSTOP字段的值置为0，所述列车接受所述CEM消息，当后续列车运行到紧急停车点的位置时，正常停车。
由上述本公开的实施例提供的技术方案可以看出，本公开实施例通过列车收到CEM消息后，判断列车的当前位置是否越过了所述紧急停车点的位置，根据判断结果决定是否执行所述CEM消息，可以避免当列车运行速度较高，或者位置报告间隔较大的情况下，造成列车紧急制动停车的情况。。
本公开附加的方面和优点将在下面的描述中部分给出，这些将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
为了更清楚地说明本公开实施例的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本公开的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1为现有技术中一种RBC给列车发送覆盖多个闭塞分区后进路的移动授权示意图；
图2为现有技术中一种RBC给列车发送缩短的移动授权示意图；
图3为现有技术中一种车位置跳变与占用关系示意图；
图4为本公开实施例提供的一种对列车进行移动授权控制的方法的处理流程图。
具体实施方式
下面详细描述本公开的实施方式，所述实施方式的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施方式是示例性的，仅用于解释本公开，而不能解释为对本公开的限制。
为便于对本公开实施例的理解，下面将结合附图以几个具体实施例为例做进一步的解释说明，且各个实施例并不构成对本公开实施例的限定。
本公开实施例提供的一种对列车进行移动授权控制的方法的处理流程如图4所示，包括如下的处理步骤：
步骤S410、RBC向列车发送携带缩短的移动授权信息的CEM(Conditional Emergency Stop，有条件紧急停车)消息。
当RBC判断在其给列车发送的行车许可范围内出现闭塞分区占用或异常，且占用或异常的闭塞分区并非列车运行方向上列车所在闭塞分区的相邻闭塞分区，即不是运行方向上列车所在闭塞分区的下一个闭塞分区，而是运行方向上列车所在闭塞分区的第2个或以后的闭塞分区，则RBC向列车发送缩短的移动授权信息的CEM消息。
CEM消息格式如下述表3所示；
表3
Figure PCTCN2018085945-appb-000004
所述NID_LRBG字段的取值表示列车最新位置报告中的最近相关应答器组的标识号，所述D_EMERGENCYSTOP字段的取值表示列车最新位置报告中的最近相关应答器组与紧急停车点之间的距离值，所述M_ACK字段的取值为0，表示接收到该消息后，不需返回确认。行车许可范围内所占用闭塞分区的起点即为紧急停车点。
本领域技术人员应能理解上述CEM消息的格式类型仅为举例，其他现有的或今后可能出现的CEM消息的格式类型如可适用于本公开实施例，也应包含在本公开保护范围以内，并在此以引用方式包含于此。
步骤S420、当列车运行速度较高或者位置报告间隔较大的情况下，列车收到CEM消息，可根据自身的位置信息决定是否接受该CEM消息，从而避免造成列车紧急制动停车的情况。
列车收到CEM消息后，解析CEM消息，根据CEM消息中的NID_LRBG字段中的最近相关应答器组LRBG的标识号查询预先存储的应答器组LRBG的位置规划信息，获取最近相关应答器组LRBG的位置信息，根据所述D_EMERGENCYSTOP字段获取最近相关LRBG至紧急停车点之间的距离值，将所述最近相关应答器组LRBG的位置信息加上所述距离值得到紧急停车点的位置信息。
步骤S430，列车通过定位系统获取列车的当前位置，根据列车的当前位置获取列车的最小安全前端位置。判定列车的最小安全前端是否已经越过紧急停车点的位置，如果是，则执行步骤S450；否则，执行步骤S440。
列车的最小安全前端指的是列车根据测速测距或雷达等设备计算的实际位置，加上测速点的置信范围的欠读误差。
步骤S440、当判定列车的最小安全前端尚未越过紧急停车点的位置，则列车给RBC发送M147消息，该M147消息中的Q_EMERGENCYSTOP字段的值置为0，即列车接受CEM消息，当后续列车运行到紧急停车点的位置时，正常停车。
RBC收到上述M147消息后，将列车的移动授权缩短到CEM的紧急停车点。
上述M147消息的格式如下：
Figure PCTCN2018085945-appb-000005
Figure PCTCN2018085945-appb-000006
本领域技术人员应能理解上述M147消息的格式类型仅为举例，其他现有的或今后可能出现的M147消息的格式类型如可适用于本公开实施例，也应包含在本公开保护范围以内，并在此以引用方式包含于此。
步骤S450、当判断列车的最小安全前端已经越过CEM的紧急停车点的位置，则列车给RBC发送M147消息，该M147消息中的Q_EMERGENCYSTOP字段的值置为1，即列车忽略CEM消息，表示该占用为列车自身占用。
RBC收到该M147后，按照发送CEM前的移动授权继续控车。
按照上述本公开实施例的处理方法，在图3所述的场景中，RBC依次收到两个区段的占用信息，根据列车的位置1，依次向列车发送CEM消息，CEM消息中的紧急停车点位置分别为N3和N5。列车接收到紧急后，根据列车的当前位置判断列车的最小安全前端已经越过CEM的紧急停车点的位置，从而忽略此CEM消息。
综上策略反应分析，在Ltrack小于Lmove时，采用CEM消息仍然可以完成列车占用检查的判断，但采用SMA策略则会造成列车紧急制动。
综上所述，本公开实施例通过列车收到CEM消息后，判断列车的当前位置是否越过了所述紧急停车点的位置，根据判断结果决定是否执行所述CEM消息，可以避免当列车运行速度较高，或者位置报告间隔较大的情况下，造成列车紧急制动停车的情况。
本领域普通技术人员可以理解：附图只是一个实施例的示意图，附图中的模块或流程并不一定是实施本公开所必须的。
通过以上的实施方式的描述可知，本领域的技术人员可以清楚地了解到本公开可借助软件加必需的通用硬件平台的方式来实现。基于 这样的理解，本公开的技术方案本质上或者说对现有技术做出贡献的部分可以以软件产品的形式体现出来，该计算机软件产品可以存储在存储介质中，如ROM/RAM、磁碟、光盘等，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者网络设备等)执行本公开各个实施例或者实施例的某些部分所述的方法。
本说明书中的各个实施例均采用递进的方式描述，各个实施例之间相同相似的部分互相参见即可，每个实施例重点说明的都是与其他实施例的不同之处。尤其，对于装置或系统实施例而言，由于其基本相似于方法实施例，所以描述得比较简单，相关之处参见方法实施例的部分说明即可。以上所描述的装置及系统实施例仅仅是示意性的，其中所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。本领域普通技术人员在不付出创造性劳动的情况下，即可以理解并实施。
以上所述，仅为本公开较佳的具体实施方式，但本公开的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本公开揭露的技术范围内，可轻易想到的变化或替换，都应涵盖在本公开的保护范围之内。因此，本公开的保护范围应该以权利要求的保护范围为准。

Claims (7)

  1. 一种对列车进行移动授权控制的方法，其中，包括：
    无线闭塞中心RBC向列车发送有条件紧急停车CEM消息；
    所述列车收到所述CEM消息后，根据所述CEM消息获取紧急停车点的位置信息，所述列车通过定位系统获取列车的当前位置；
    所述列车判断列车的当前位置是否越过了所述紧急停车点的位置，根据判断结果决定是否执行所述CEM消息。
  2. 根据权利要求1所述的方法，其中，所述的无线闭塞中心RBC向列车发送有条件紧急停车CEM消息，包括:
    无线闭塞中心RBC判断在其给列车发送的行车许可范围内出现闭塞分区占用或异常，且占用或异常的闭塞分区并非列车运行方向上列车所在闭塞分区的相邻闭塞分区，则RBC向列车发送CEM消息。
  3. 根据权利要求1-2任一所述的方法，其中，所述CEM消息中包括NID_LRBG字段、D_EMERGENCYSTOP字段和M_ACK字段，所述NID_LRBG字段的取值表示列车最新位置报告中的最近相关应答器组的标识号，所述D_EMERGENCYSTOP字段的取值表示列车最新位置报告中的最近相关应答器组LRBG与紧急停车点之间的距离值，所述M_ACK字段的取值为0，表示接收到该消息后，不需返回确认。
  4. 根据权利要求1-3任一所述的方法，其中，所述的列车收到所述CEM消息后，根据所述CEM消息中包括的缩短的移动授权信息获取紧急停车点的位置信息，包括：
    列车收到CEM消息后，解析CEM消息，根据CEM消息中的NID_LRBG字段中的最近相关应答器组LRBG的标识号查询预先存储的应答器组LRBG的位置规划信息，获取最近相关应答器组LRBG的位置信息，根据所述D_EMERGENCYSTOP字段获取最近相关应答器组LRBG至紧急停车点之间的距离值，将所述最近相关应答器组LRBG的位置信息加上所述距离值得到紧急停车点的位置信息。
  5. 根据权利要求1-4任一所述的方法，其中，所述的列车判断列车的当前位置是否越过了所述紧急停车点的位置，根据判断结果决定是否执行所述CEM消息，包括：
    所述列车通过定位系统获取列车的当前位置，根据所述列车的当前位置获取列车的最小安全前端位置，判定列车的最小安全前端值是否已经越过所述紧急停车点的位置，如果是，所述列车忽略所述CEM 消息；否则，所述列车接受CEM消息，当后续列车运行到紧急停车点的位置时，正常停车。
  6. 根据权利要求1-5任一所述的方法，其中，所述的列车忽略所述CEM消息，包括：
    所述列车给RBC发送M147消息，该M147消息中的Q_EMERGENCYSTOP字段的值置为1，所述列车忽略CEM消息，表示该占用为列车自身占用；所述RBC收到所述M147消息后，按照发送CEM消息前的移动授权继续对所述列车进行控制。
  7. 根据权利要求1-6任一所述的方法，其中，所述的列车接受CEM消息，当后续列车运行到紧急停车点的位置时，正常停车，包括：
    所述列车给所述RBC发送M147消息，所述M147消息中的Q_EMERGENCYSTOP字段的值置为0，所述列车接受所述CEM消息，当后续列车运行到紧急停车点的位置时，正常停车。
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