WO2022241988A1 - 支持后备控车模式和人工故障处理方式的tacs系统 - Google Patents

支持后备控车模式和人工故障处理方式的tacs系统 Download PDF

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Publication number
WO2022241988A1
WO2022241988A1 PCT/CN2021/119527 CN2021119527W WO2022241988A1 WO 2022241988 A1 WO2022241988 A1 WO 2022241988A1 CN 2021119527 W CN2021119527 W CN 2021119527W WO 2022241988 A1 WO2022241988 A1 WO 2022241988A1
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train
mode
control
tacs
route
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PCT/CN2021/119527
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English (en)
French (fr)
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姜坚华
陈祥
冯雷
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卡斯柯信号有限公司
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Priority to EP21940436.5A priority Critical patent/EP4159584A4/en
Priority to US18/003,523 priority patent/US20230249726A1/en
Publication of WO2022241988A1 publication Critical patent/WO2022241988A1/zh

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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
    • B61L27/16—Trackside optimisation of vehicle or vehicle train operation
    • 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 vehicle 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0018—Communication with or on the vehicle or vehicle train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • 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 vehicle trains
    • 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
    • B61L27/30—Trackside multiple control systems, e.g. switch-over between different systems
    • B61L27/33—Backup systems, e.g. switching when failures occur
    • 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 vehicle train, e.g. braking curve calculation
    • B61L2027/204—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation using Communication-based Train Control [CBTC]

Definitions

  • the invention relates to the technical field of rail traffic signal safety control, in particular to a TACS system supporting a backup vehicle control mode and a manual fault handling mode.
  • TACS Train Autonomous Control System
  • TACS Traffic Autonomous Control System
  • This system can be applied to subways, urban railways, intercity railways and high-speed railways.
  • the backup vehicle control method based on the ground equipment, such as using the track circuit or axle counting as the interlocking backup mode of the train occupancy detection equipment.
  • the method of manual fault handling and manual intervention on the ground In the current TACS system, there is no relatively complete way to support the ground backup vehicle control mode and manual fault handling.
  • the current subway CBTC (communication-based train control) system already has a relatively mature compatible CBTC mode, backup mode and manual fault handling methods. Therefore, Tathagata learns from the backup mode processing method in the existing CBTC system to realize the compatibility of the backup control mode and fault handling method of the TACS system, improve the function and practicability of the system, and inherit the backup control mode of the CBTC system that users are more familiar with. Troubleshooting method has become a technical problem that needs to be solved.
  • the object of the present invention is to provide a TACS system that supports the backup vehicle control mode and the manual fault handling mode in order to overcome the above-mentioned defects in the prior art.
  • a TACS system that supports backup vehicle control mode and manual fault handling mode, the system supports mixed operation of main mode trains and degraded mode trains, wherein the main mode is the TACS mode, and the The degraded mode includes backup mode and equipment removal mode, and the TACS system includes central train monitoring equipment, station train dispatching equipment, trackside resource management unit RMU, trackside object controller OC, data communication system DCS and vehicle-mounted controller CC;
  • the central train monitoring equipment is used to manage the train plan of the whole line, and realize the number tracking of main mode trains and downgraded mode trains;
  • the station train dispatching equipment is used to manage the degraded mode train plan in the area, and the degraded mode train route is automatically handled, provides the operator with a manual operation interface for the route or section, and provides the central train monitoring equipment with the information of the area within the area. Segment occupancy status;
  • the trackside resource management unit RMU is used to manage the distribution and recovery of the train running resources in the main mode, realize the route management and manual fault handling of the train in the degraded mode, and control the trackside equipment through the trackside OC;
  • the on-board controller CC is used for train operation control
  • the wayside target controller OC is used to directly control the wayside equipment and simultaneously collect the state of the wayside equipment.
  • the central train monitoring equipment and the trackside resource management unit RMU respectively communicate with the on-board controller CC through the data communication system DCS; the trackside The resource management unit RMU communicates with the wayside object controller OC through the data communication system DCS; the on-board controllers CC communicate through the data communication system DCS.
  • the central train monitoring equipment and the station train dispatching equipment communicate through the data communication system DCS; the station train dispatching equipment communicates with the trackside resource management unit
  • the RMU communicates through the data communication system DCS;
  • the trackside resource management unit RMU communicates with the trackside target controller OC through the data communication system DCS;
  • the trackside target controller OC controls the LEU to send train control reports
  • the on-board controller CC of the train in backup mode receives train control message information from the active transponder.
  • the central train monitoring device sends all train plans in the area to the station train dispatching device, and the central train monitoring device sends the current train plan to the main mode train CC.
  • the central train monitoring equipment sends train position information according to the main mode train CC
  • the station train dispatching equipment sends section occupancy status to complete the tracking of main mode trains and downgraded mode trains, and send to the The train dispatching equipment at the station provides train tracking information in the area.
  • the train dispatching equipment at the station automatically handles routes for trains in degraded mode according to the train plan and train number information in the area sent by the central train monitoring device, and provides operators with routes and section manual operation interfaces, It is used for routing management, routing cancellation, section fault unlocking and whole station unlocking.
  • the wayside resource management unit RMU includes an interlocking train control module, a resource management module, and a target controller communication management module, wherein the interlocking train control module and the resource management module are managed through the target controller communication
  • the modules communicate with the wayside target controller OC respectively.
  • the interlocking train control module realizes route management of degraded trains, including route establishment, route cancellation and route automatic unlocking, and performs corresponding checks and gives error alarms;
  • the interlocking train control module realizes manual fault handling, including section fault unlocking and whole station unlocking;
  • the interlocking train control module provides route and section locking status and train occupancy information to the train dispatching equipment at the station;
  • the interlocking train control module sends route resource set application and release request to the resource management module;
  • the interlocking train control module sends a signal control command to the trackside target controller OC through the target controller communication module, and obtains signal status and section occupancy status information.
  • the resource management module manages train running resources on the line, and completes resource conflict detection, resource allocation and recovery;
  • the resource management module sends a switch control command to the trackside target controller OC through the target controller communication module to obtain the position status of the switch.
  • the on-board controller CC of the TACS mode train interacts with the on-board controller CC of other TACS mode trains according to the train plan, allocated resources, and performs resource sharing to realize the autonomous control operation of the train;
  • the on-board controller CC of the backup mode train receives the train control message from the active transponder to control the operation of the train;
  • the on-board controller CC in the equipment removal train does not control the train operation, and the driver manually drives the train operation according to the signal machine display.
  • the present invention has the following advantages:
  • the present invention adds a mature backup vehicle control mode and a manual fault handling method to the existing TACS system, improving the function and practicability of the system;
  • the present invention has less changes to the existing TACS system and less impact on the system
  • the present invention inherits the backup vehicle control mode and fault handling method of the CBTC system familiar to users, which is easy for users to accept and convenient for training;
  • the present invention makes full use of the existing mature CBTC system, reduces the workload of development, and saves development time.
  • Fig. 1 is the structural representation of the system of the present invention
  • Fig. 2 is the structural representation of the trackside RMU of the present invention
  • FIG. 3 is a schematic diagram of a set of route resources in the present invention.
  • FIG. 4 is a schematic diagram of conflict resource collection in the present invention.
  • Fig. 5 is a schematic diagram of allocation conditions of the application route resource set in the present invention.
  • FIG. 6 is a schematic diagram of the allocation conditions for applying for a TACS train resource set in the present invention.
  • the present invention is a TACS system that supports the backup vehicle control mode and the manual fault handling method.
  • the backup mode is realized by transferring the control right to the ground control equipment. Management of trains and faulty trains, complete the mixed operation of main mode (TACS mode) trains and degraded mode (backup mode, equipment removal) trains.
  • TACS mode main mode
  • degraded mode backup mode, equipment removal
  • this implementation example discloses a structure of a TACS system that supports the backup control train mode and manual fault handling mode.
  • the system consists of central train monitoring equipment, station train dispatching equipment, trackside resource management unit RMU, trackside
  • the target controller OC, the data communication system DCS, and the on-board controller CC are composed of two types: the on-board controller CC includes the main mode (TACS mode) train CC, and the degraded mode (backup mode, equipment removal) train CC.
  • the system supports two types: Mixed running of different types of CC;
  • the central train monitoring equipment and the TACS mode train CC exchange train plan, train location information, trackside RMU and TACS mode train CC exchange resource allocation status, resource application/release request information, trackside RMU and trackside OC exchange turnout control commands and turnout position information, and the vehicle-to-vehicle communication and resource sharing information is carried out between the train CCs in the TACS mode.
  • the information interaction of the above subsystems is completed through the DCS.
  • the central train monitoring equipment and the station train dispatching equipment exchange train planning, train number tracking, and section occupancy information, and the station train dispatching equipment interacts with the trackside RMU route/section Operation command, approach/section locking status, section occupancy information, trackside RMU and trackside OC interactive turnout/signal control command, switch position, signal status, section occupancy information, information interaction of the above subsystems It is completed by DCS; the trackside OC controls LEU to send train control messages to the active balise, and the CC (backup mode train) receives train control message information from the active balise.
  • the trackside OC controls LEU to send train control messages to the active balise
  • the CC backup mode train
  • the central train monitoring equipment manages the train plan of the whole line.
  • the central train monitoring equipment sends the main mode (TACS mode) train to the main mode (TACS mode) train according to the main mode (TACS mode) train position CC sends the train plan;
  • the central train monitoring equipment sends the train plan in the area to the station train dispatching equipment, which is used for the station train dispatching equipment to manage the train plan in the degraded mode (backup mode, equipment removal) in the area;
  • the central train monitoring equipment completes the train number tracking of the whole line according to the train position information sent by the main mode (TACS mode) train CC running in the line and the section occupancy status in the area sent by the station train dispatching equipment, and sends the area to the station train dispatching equipment.
  • TACS mode main mode
  • the station train dispatching equipment manages the degraded mode train plan in the area, and the station train dispatching equipment can be in the degraded mode (backup mode, equipment removal) by automatically handling the route or manually handling the route. Handle the route of the train; the station train dispatching equipment automatically handles the route for the degraded mode train according to the train plan in the area and the train number information in the area sent by the central train monitoring equipment, and provides the operator with a route operation interface for route management and cancel operations, while providing a manual fault handling interface (section fault unlocking/full station unlocking, etc.) for fault recovery.
  • a route operation interface for route management and cancel operations
  • the train dispatching equipment at the station obtains the section occupancy status from the trackside RMU, and provides the section occupancy status in the area to the central train monitoring system for train number tracking of degraded mode (backup mode, equipment removal) trains.
  • the trackside RMU manages the running resources of trains in the main mode (TACS mode), and realizes route management and manual fault handling (section fault unlocking, whole station unlocking, etc.), and control the trackside equipment (turnout, signal machine, LEU, etc.) through the trackside OC; as shown in Figure 2, the trackside RMU includes an interlocking train control module, a resource management The newly added interlocking train control module implements route management and manual fault handling, the resource management module manages line traffic resources, and the target controller communication management module is used for the interlocking train control module, resource management module and Refer to Figure 2 for trackside OC communication, interlocking train control module, resource management module, target controller communication management module and external systems and the interaction information of each module. Indicates the interactive information of the degraded mode (backup mode, equipment removal mode) when the train is running.
  • TACS mode main mode
  • route management and manual fault handling section fault unlocking, whole station unlocking, etc.
  • control the trackside equipment turnout, signal machine, LEU, etc.
  • the interlocking train control module receives the route processing order, and after checking that there is no hostile relationship between the route to be processed and the existing route, it requests the resource management module for a resource set of routes to be processed, such as As shown in Figure 3, the route resource set includes section resources and turnout resources.
  • the resource management module allocates the route resource set to be processed to the interlocking train control module.
  • the interlocking train control module checks that the route locking conditions meet the established route , when the opening condition of the route signal is met, the communication management module of the target controller controls the OC to open the route signal, and the route locking condition and the route signal opening condition can reuse the existing CBTC system rules.
  • Route cancellation/route automatic unlocking/section failure unlocking conditions can reuse the existing CBTC system rules, signal machine status/section occupation status is obtained from the trackside OC through the target controller communication management module, route cancellation/routing After automatic unlocking/section fault unlocking, the interlocking train control module applies to the resource management module to release relevant resources, and the resources in the route resource set can be released step by step when the route is automatically unlocked.
  • the interlocking train control module When the route operation/manual operation command is executed incorrectly, the interlocking train control module returns error alarm information to the station train dispatching equipment; the interlocking train control module sends the internal route/section locking status to the station train dispatching device and obtains Semaphore status/sector occupancy status.
  • the resource management module manages train running resources on the line, completes resource conflict detection (TACS mode train and TACS mode train, TACS mode train and route), resource allocation and recovery; the resource management module passes The target controller communication module sends the turnout control command to the trackside OC to obtain the position information of the turnout;
  • the resource management module is an atomic operation for the resource set allocation operation in the resource request (interlocking train control module request/TACS mode train CC request). As shown in Figure 5, when the resource management module receives the route resource request sent by the interlocking train control module, it needs to check whether the following route resource set allocation conditions are satisfied:
  • S_Route represents the route resource set in the route resource request
  • S_AllocTACSTrain represents the train resource set allocated to the TACS mode
  • Conflict (S_Route) indicates that there is a conflict relationship with the route resource set in the route resource request (such as side rush) resource collection.
  • the resource management module allocates all the resources in the route resource set to the interlocking train control module, otherwise it does not allocate any resources in the route resource set.
  • S_TACSReq indicates the resource set in the resource request sent by the TACS mode train CC
  • S_UnAllocablePoint indicates the turnout resource set that can no longer be allocated
  • S_AllocCIATC indicates the resource set that has been allocated to the interlocking train control module
  • S_AllocTACSPoint indicates the resource set that has been allocated to the TACE mode train Turnout resource set
  • Conflict (S_TACReq) indicates the resource set that conflicts with the resource set in the resource request sent by the TACS mode train CC.
  • the TACS mode train CC implements the autonomous control operation of the train according to the train plan, allocated resources, and interactive shared resources with other TACS mode trains;
  • the train is running;
  • the ATC equipment cuts off the train CC and does not control the train running, and the driver drives the train manually according to the signal machine display;
  • the wayside OC sends a turnout control command according to the wayside RMU to drive the turnout, and collects the position of the turnout and sends it to the wayside RMU; the wayside OC sends a signal control command according to the wayside RMU to drive the signal to open/close , and collect the status of the signal machine and send it to the trackside RMU.
  • the trackside OC drives the open signal of the signal machine, it needs to drive the line electronic unit LEU associated with the signal machine at the same time to send the train control message; the trackside OC collects the section occupation status ( axle/track circuit) and sent to the wayside RMU;

Abstract

本发明涉及一种支持后备控车模式和人工故障处理方式的TACS系统，该系统支持主模式列车和降级模式列车混跑运行，其中所述主模式为TACS模式，所述降级模式包括后备模式以及设备切除模式，所述的TACS系统包括中心列车监控设备、车站列车调度设备、轨旁资源管理单元RMU、轨旁目标控制器OC、数据通信系统DCS和车载控制器CC。与现有技术相比，本发明具有完善了系统的功能和实用性等优点。

Description

支持后备控车模式和人工故障处理方式的TACS系统 技术领域
本发明涉及轨道交通信号安全控制技术领域，尤其是涉及一种支持后备控车模式和人工故障处理方式的TACS系统。
背景技术
TACS(列车自主控制系统)系统借助于列车-列车通信实现以车载设备为主体的列车自主控制，实现更为精准、高效和迅速的列车运行控制，同时简化了轨旁设备，提升系统运行效能，此系统可应用于地铁、市域铁路、城际铁路和高铁。但是，在车载设备故障或同地面失去通信的情况下，必须要考虑以地面设备为主的备用控车方式，如以轨道电路或计轴作为列车占用检测设备的联锁后备模式，也要考虑地面人工进行故障处理和人工干预的方式。在目前的TACS系统中，还没有一套比较完备的方式来支持地面后备控车模式和人工故障处理方式。
目前的地铁CBTC(基于通信的列车控制)系统已具备较为成熟的兼容CBTC模式、后备模式和人工故障处理的方式。因此如来借鉴既有CBTC系统中的后备模式处理方式，实现TACS系统兼容后备控车模式和故障处理方式，完善系统的功能和实用性，同时继承了用户比较熟悉的CBTC系统的后备控车模式和故障处理方式，成为需要解决的技术问题。
发明内容
本发明的目的就是为了克服上述现有技术存在的缺陷而提供一种支持后备控车模式和人工故障处理方式的TACS系统。
本发明的目的可以通过以下技术方案来实现：
根据本发明的一个方面，提供了一种支持后备控车模式和人工故障处理方式的TACS系统，该系统支持主模式列车和降级模式列车混跑运行，其中所述主模式为TACS模式，所述降级模式包括后备模式以及设备切除模式，所述的TACS系统包括中心列车监控设备、车站列车调度设备、轨旁资源管理单元RMU、轨旁目标控制器OC、数据通信系统DCS和车载控制器CC；
所述中心列车监控设备，用于管理全线列车计划，实现主模式列车和降级模式列车车次追踪；
所述车站列车调度设备，用于管理区域内降级模式列车计划、降级模式列车进路自动办理，向操作人员提供进路或区段人工操作接口，并向所述中心列车监控设备提供区域内区段占用状态；
所述的轨旁资源管理单元RMU，用于管理主模式列车行车资源分配和回收，实现对降级模式列车的进路管理和人工故障处理，并通过轨旁OC对轨旁设备进行控制；
所述的车载控制器CC，用于列车运行控制；
所述轨旁目标控制器OC，用于直接控制轨旁设备同时采集轨旁设备状态。
作为优选的技术方案，对于所述主模式列车运行，所述中心列车监控设备、所述轨旁资源管理单元RMU分别通过所述数据通信系统DCS与所述车载控制器CC通信；所述轨旁资源管理单元RMU与所述轨旁目标控制器OC通过所述数据通信系统DCS通信；所述车载控制器CC之间通过所述数据通信系统DCS通信。
作为优选的技术方案，对于所述降级模式列车运行，所述中心列车监控设备、所述车站列车调度设备通过所述数据通信系统DCS通信；所述车站列车调度设备与所述轨旁资源管理单元RMU通过所述数据通信系统DCS通信；所述轨旁资源管理单元RMU与所述轨旁目标控制器OC通过所述数据通信系统DCS通信；所述轨旁目标控制器OC控制LEU发送列车控制报文至有源应答器，所述后备模式列车的车载控制器CC从有源应答器接收列车控制报文信息。
作为优选的技术方案，所述中心列车监控设备向所述车站列车调度设备发送区域内所有列车计划，所述中心列车监控设备向所述主模式列车CC发送当前列车计划。
作为优选的技术方案，所述中心列车监控设备根据所述主模式列车CC发送列车位置信息、所述车站列车调度设备发送区段占用状态完成主模式列车和降级模式列车车次追踪，并向所述车站列车调度设备提供区域内车次追踪信息。
作为优选的技术方案，所述车站列车调度设备根据所述中心列车监控设备发送区域内列车计划、列车车次信息为降级模式列车自动办理进路，为操作人员提供进路和区段人工操作接口，用于进路办理、进路取消、区段故障解锁和全站解锁。
作为优选的技术方案，所述轨旁资源管理单元RMU包括联锁列控模块、资源管 理模块和目标控制器通信管理模块，其中所述联锁列控模块、资源管理模块通过目标控制器通信管理模块分别与轨旁目标控制器OC通信。
作为优选的技术方案，所述联锁列控模块实现降级模式列车进路管理，包括进路建立、进路取消和进路自动解锁，并进行相应的检查并给出错误告警；
所述联锁列控模块实现人工故障处理，包括区段故障解锁和全站解锁；
所述联锁列控模块向车站列车调度设备提供进路和区段锁闭状态、列车占用信息；
所述联锁列控模块向所述资源管理模块发送进路资源集合申请和释放请求；
所述联锁列控模块通过目标控制器通信模块向轨旁目标控制器OC发送信号机控制命令，获得信号机状态、区段占用状态信息。
作为优选的技术方案，所述资源管理模块管理线路列车行车资源，完成资源冲突检测、资源分配与回收；
所述资源管理模块通过目标控制器通信模块向轨旁目标控制器OC发送道岔控制命令，获得道岔位置状态。
作为优选的技术方案，所述TACS模式列车的车载控制器CC根据列车计划、已分配资源、与其他TACS模式列车的车载控制器CC交互进行资源共享实现列车自主控制运行；
所述后备模式列车的车载控制器CC从有源应答器接收列车控制报文控制列车运行；
处于设备切除列车的所述车载控制器CC不控制列车运行，由司机按信号机显示人工驾驶列车运行。
与现有技术相比，本发明具有以下优点：
1、本发明在既有TACS系统中增加了成熟的后备控车模式和人工故障处理方式，完善了系统的功能和实用性；
2、本发明对既有TACS系统改动较少，系统的影响较小；
3、本发明继承用户比较熟悉的CBTC系统的后备控车模式和故障处理方式，易于用户接受且培训便捷；
4、本发明充分利用了既有成熟CBTC系统，减少了发工作量，节省开发的时间。
附图说明
图1为本发明系统的结构示意图；
图2为本发明轨旁RMU的结构示意图；
图3为本发明进路资源集合示意图；
图4为本发明冲突资源集合示意图；
图5为本发明申请进路资源集合分配条件示意图；
图6为本发明申请TACS列车资源集合分配条件示意图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明的一部分实施例，而不是全部实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都应属于本发明保护的范围。
本发明是一种支持后备控车模式和人工故障处理方式的TACS系统，在既有以车载设备为主体的TACS系统中，通过将控制权转移至地面控制设备以进路的方式实现对后备模式列车以及故障列车管理，完成主模式(TACS模式)列车和降级模式(后备模式、设备切除)列车混跑运营。
如图1所示，本实施例子公开了一种支持后备控车模式和人工故障处理方式的TACS系统的结构，系统由中心列车监控设备、车站列车调度设备、轨旁资源管理单元RMU、轨旁目标控制器OC、数据通信系统DCS、车载控制器CC组成，其中车载控制器CC包括主模式(TACS模式)列车CC、降级模式(后备模式、设备切除)列车CC两种类型，系统支持两种不同类型CC混跑运行；
在一个具体的例子中，所述TACS模式列车运行时，中心列车监控设备与TACS模式列车CC交互列车计划、列车位置信息、轨旁RMU与TACS模式列车CC交互资源分配状态、资源申请/释放请求信息，轨旁RMU与轨旁OC交互道岔控制命令、道岔位置信息，所述TACS模式列车CC之间进行车-车通信交互资源共享信息，上述子系统信息交互均通过DCS完成，系统中各子系统交互信息参见图1中实线部分；
所述降级模式(后备模式、设备切除)列车运行时，中心列车监控设备与车站列车调度设备交互列车计划、车次追踪、区段占用信息，车站列车调度设备与轨旁RMU交互进路/区段操作命令、进路/区段锁闭状态、区段占用信息，轨旁RMU与轨旁OC 交互道岔/信号机控制命令、道岔位置、信号机状态、区段占用信息，上述子系统信息交互均通过DCS完成；所述轨旁OC控制LEU发送列车控制报文至有源应答器，所述CC(后备模式列车)从有源应答器接收列车控制报文信息，系统中各子系统交互信息参见图1中虚线部分；
在一个具体的例子中，所述中心列车监控设备管理全线列车计划，对于主模式(TACS模式)列车，所述中心列车监控设备根据主模式(TACS模式)列车位置向主模式(TACS模式)列车CC发送列车计划；所述中心列车监控设备向车站列车调度设备发送区域内列车计划，用于车站列车调度设备对区域内降级模式(后备模式、设备切除)列车计划管理；
所述中心列车监控设备根据线路内运行的主模式(TACS模式)列车CC发送列车位置信息以及车站列车调度设备发送的区域内区段占用状态完成全线列车车次追踪，并且向车站列车调度设备发送区域内车次追踪信息；
在一个具体的例子中，所述车站列车调度设备管理区域内降级模式列车计划，所述车站列车调度设备可以通过自动办理进路或者人工办理进路的方式为降级模式(后备模式、设备切除)列车办理行车进路；车站列车调度设备根据中心列车监控设备发送的区域内列车计划和区域内列车车次信息为降级模式列车自动办理进路，并为操作人员提供进路操作接口用于进路办理和取消操作，同时提供人工故障处理接口(区段故障解锁/全站解锁等)用于故障恢复。
所述车站列车调度设备从轨旁RMU获取区段占用状态，并向中心列车监控系统提供区域内区段占用状态用于降级模式(后备模式、设备切除)列车的车次追踪。
在一个具体的例子中，所述轨旁RMU管理主模式(TACS模式)列车行车资源，实现对降级模式(后备模式、设备切除模式)列车的进路管理和人工故障处理(区段故障解锁、全站解锁等)，通过轨旁OC对轨旁设备(道岔、信号机、LEU等)进行控制；如图2所示，所述轨旁RMU包括联锁列控模块、资源管理模块、目标控制器通信管理模块，其中新增的联锁列控模块实现对进路管理和人工故障处理，资源管理模块管理线路行车资源，目标控制器通信管理模块用于联锁列控模块、资源管理模块与轨旁OC通信，联锁列控模块、资源管理模块、目标控制器通信管理模块与外部系统交互信息以及各模块交互信息参见图2，其中实线部分表示TACS模式列车运行时交互信息，虚线部分表示降级模式(后备模式、设备切除模式)列车运行时交互信息。
在一个具体的例子中，所述联锁列控模块收到进路办理命令，检查待办进路与既有进路不存在敌对关系后，向资源管理模块请求待办进路资源集合，如图3所示，进路资源集合包含区段资源和道岔资源，资源管理模块将待办进路资源集合分配给联锁列控模块，联锁列控模块检查进路锁闭条件满足建立进路，当进路信号机开放条件满足后通过目标控制器通信管理模块控制OC开放进路信号机，进路锁闭条件和进路信号机开放条件可以复用既有CBTC系统规则。
进路取消/进路自动解锁/区段故障解锁条件可以复用既有CBTC系统规则，信号机状态/区段占用状态通过目标控制器通信管理模块从轨旁OC获得，进路取消/进路自动解锁/区段故障解锁后联锁列控模块向资源管理模块申请释放相关资源，进路自动解锁时进路资源集合中的资源可以分步释放。
进路操作/人工操作命令执行错误时，联锁列控模块向车站列车调度设备返回错误告警信息；联锁列控模块向车站列车调度设备发送内部进路/区段锁闭状态以及从OC获得的信号机状态/区段占用状态。
在一个具体的例子中，所述资源管理模块管理线路列车行车资源，完成资源冲突检测(TACS模式列车与TACS模式列车、TACS模式列车与进路)、资源分配与回收；所述资源管理模块通过目标控制器通信模块向轨旁OC发送道岔控制命令，获得道岔位置信息；
资源管理模块对资源请求中(联锁列控模块请求/TACS模式列车CC请求)的资源集合分配操作是原子操作。如图5所示，当资源管理模块接收到联锁列控模块发送进路资源请求时，需要检查下述进路资源集合分配条件是否满足：
Figure PCTCN2021119527-appb-000001
Figure PCTCN2021119527-appb-000002
其中S_Route表示进路资源请求中的进路资源集合；S_AllocTACSTrain表示已经分配给TACS模式列车资源集合；参见图4，Conflict(S_Route)表示与进路资源请求中的进路资源集合存在冲突关系(如侧冲)的资源集合。上述进路资源集合分配条件满足时，资源管理模块将进路资源集合中所有资源分配给联锁列控模块，否则不对进路资源集合中的任何资源进行分配。
如图6所示，当资源管理模块接收到主模式(TACS模式)列车CC发送资源请求时，需要检查下述资源集合分配条件是否满足:
Figure PCTCN2021119527-appb-000003
Figure PCTCN2021119527-appb-000004
Figure PCTCN2021119527-appb-000005
其中S_TACSReq表示TACS模式列车CC发送资源请求中的资源集合；S_UnAllocablePoint表示已经无法再继续分配的道岔资源集合；S_AllocCIATC表示已经分配给联锁列控模块的资源集合；S_AllocTACSPoint表示已经分配给TACE模式列车的道岔资源集合；Conflict(S_TACReq)表示与TACS模式列车CC发送资源请求中的资源集合存在冲突关系的资源集合。上述TACS模式列车CC请求资源集合分配条件满足时，资源管理模块将请求资源集合中所有资源分配给申请TACS模式列车，否则不对请求的资源集合中的任何资源进行分配。
在一个具体的例子中，所述TACS模式列车CC根据列车计划、已分配资源以及与其他TACS模式列车交互共享资源实现列车自主控制运行；处于后备模式列车CC根据从有源应答器获取报文控制列车运行；ATC设备切除列车CC不控制列车运行，由司机按信号机显示人工驾驶列车运行；
在一个具体的例子中，轨旁OC根据轨旁RMU发送道岔控制命令驱动道岔动作,并采集道岔位置发送给轨旁RMU；轨旁OC根据轨旁RMU发送信号机控制命令驱动信号机开放/关闭，并采集信号机状态发送给轨旁RMU，轨旁OC在驱动信号机开放信号时需同时驱动进路信号机所关联线路电子单元LEU发送列车控制报文；轨旁OC采集区段占用状态(计轴/轨道电路)并发送给轨旁RMU；
以上所述，仅为本发明的具体实施方式，但本发明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发明揭露的技术范围内，可轻易想到各种等效的修改或替换，这些修改或替换都应涵盖在本发明的保护范围之内。因此，本发明的保护范围应以权利要求的保护范围为准。

Claims (10)

  1. 一种支持后备控车模式和人工故障处理方式的TACS系统，其特征在于，该系统支持主模式列车和降级模式列车混跑运行，其中所述主模式为TACS模式，所述降级模式包括后备模式以及设备切除模式，所述的TACS系统包括中心列车监控设备、车站列车调度设备、轨旁资源管理单元RMU、轨旁目标控制器OC、数据通信系统DCS和车载控制器CC；
    所述中心列车监控设备，用于管理全线列车计划，实现主模式列车和降级模式列车车次追踪；
    所述车站列车调度设备，用于管理区域内降级模式列车计划、降级模式列车进路自动办理，向操作人员提供进路或区段人工操作接口，并向所述中心列车监控设备提供区域内区段占用状态；
    所述的轨旁资源管理单元RMU，用于管理主模式列车行车资源分配和回收，实现对降级模式列车的进路管理和人工故障处理，并通过轨旁OC对轨旁设备进行控制；
    所述的车载控制器CC，用于列车运行控制；
    所述轨旁目标控制器OC，用于直接控制轨旁设备同时采集轨旁设备状态。
  2. 根据权利要求1所述的一种支持后备控车模式和人工故障处理方式的TACS系统，其特征在于，对于所述主模式列车运行，所述中心列车监控设备、所述轨旁资源管理单元RMU分别通过所述数据通信系统DCS与所述车载控制器CC通信；所述轨旁资源管理单元RMU与所述轨旁目标控制器OC通过所述数据通信系统DCS通信；所述车载控制器CC之间通过所述数据通信系统DCS通信。
  3. 根据权利要求1所述的一种支持后备控车模式和人工故障处理方式的TACS系统，其特征在于，对于所述降级模式列车运行，所述中心列车监控设备、所述车站列车调度设备通过所述数据通信系统DCS通信；所述车站列车调度设备与所述轨旁资源管理单元RMU通过所述数据通信系统DCS通信；所述轨旁资源管理单元RMU与所述轨旁目标控制器OC通过所述数据通信系统DCS通信；所述轨旁目标控制器OC控制LEU发送列车控制报文至有源应答器，所述后备模式列车的车载控制器CC从有源应答器接收列车控制报文信息。
  4. 根据权利要求1所述的一种支持后备控车模式和人工故障处理方式的TACS 系统，其特征在于，所述中心列车监控设备向所述车站列车调度设备发送区域内所有列车计划，所述中心列车监控设备向所述主模式列车CC发送当前列车计划。
  5. 根据权利要求1所述的一种支持后备控车模式和人工故障处理方式的TACS系统，其特征在于，所述中心列车监控设备根据所述主模式列车CC发送列车位置信息、所述车站列车调度设备发送区段占用状态完成主模式列车和降级模式列车车次追踪，并向所述车站列车调度设备提供区域内车次追踪信息。
  6. 根据权利要求1所述的一种支持后备控车模式和人工故障处理方式的TACS系统，其特征在于，所述车站列车调度设备根据所述中心列车监控设备发送区域内列车计划、列车车次信息为降级模式列车自动办理进路，为操作人员提供进路和区段人工操作接口，用于进路办理、进路取消、区段故障解锁和全站解锁。
  7. 根据权利要求1所述的一种支持后备控车模式和人工故障处理方式的TACS系统，其特征在于，所述轨旁资源管理单元RMU包括联锁列控模块、资源管理模块和目标控制器通信管理模块，其中所述联锁列控模块、资源管理模块通过目标控制器通信管理模块分别与轨旁目标控制器OC通信。
  8. 根据权利要求7所述的一种支持后备控车模式和人工故障处理方式的TACS系统，其特征在于，所述联锁列控模块实现降级模式列车进路管理，包括进路建立、进路取消和进路自动解锁，并进行相应的检查并给出错误告警；
    所述联锁列控模块实现人工故障处理，包括区段故障解锁和全站解锁；
    所述联锁列控模块向车站列车调度设备提供进路和区段锁闭状态、列车占用信息；
    所述联锁列控模块向所述资源管理模块发送进路资源集合申请和释放请求；
    所述联锁列控模块通过目标控制器通信模块向轨旁目标控制器OC发送信号机控制命令，获得信号机状态、区段占用状态信息。
  9. 根据权利要求7所述的一种支持后备控车模式和人工故障处理方式的TACS系统，其特征在于，所述资源管理模块管理线路列车行车资源，完成资源冲突检测、资源分配与回收；
    所述资源管理模块通过目标控制器通信模块向轨旁目标控制器OC发送道岔控制命令，获得道岔位置状态。
  10. 根据权利要求1所述的一种支持后备控车模式和人工故障处理方式的TACS系统，其特征在于，所述TACS模式列车的车载控制器CC根据列车计划、已分配资 源、与其他TACS模式列车的车载控制器CC交互进行资源共享实现列车自主控制运行；
    所述后备模式列车的车载控制器CC从有源应答器接收列车控制报文控制列车运行；
    处于设备切除列车的所述车载控制器CC不控制列车运行，由司机按信号机显示人工驾驶列车运行。
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