WO2022257298A1 - 一种基于tacs系统的列车间隔防护控制方法及装置 - Google Patents

一种基于tacs系统的列车间隔防护控制方法及装置 Download PDF

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WO2022257298A1
WO2022257298A1 PCT/CN2021/119546 CN2021119546W WO2022257298A1 WO 2022257298 A1 WO2022257298 A1 WO 2022257298A1 CN 2021119546 W CN2021119546 W CN 2021119546W WO 2022257298 A1 WO2022257298 A1 WO 2022257298A1
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train
trackside
wsic
board controller
trains
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PCT/CN2021/119546
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English (en)
French (fr)
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陆怡然
徐海贵
冯玮
汪小勇
邢艳阳
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卡斯柯信号有限公司
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Priority to US18/003,846 priority Critical patent/US20230249727A1/en
Priority to EP21944798.4A priority patent/EP4159578A4/en
Publication of WO2022257298A1 publication Critical patent/WO2022257298A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
    • 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
    • B61L15/0018—Communication with or on the vehicle or 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
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0072—On-board train data handling
    • 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
    • B61L23/12—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only partly operated by train
    • 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
    • B61L99/00—Subject matter not provided for in other groups of this subclass
    • B61L99/002—Autonomous vehicles, i.e. under distributed traffic control
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the invention relates to the field of rail traffic signal control, in particular to a TACS system-based train separation protection control method and device.
  • the domestic mainstream urban rail transit signal system adopts the CBTC (Communication Based-on Train Control) system, which is essentially a signal system based on vehicle-to-ground communication.
  • CBTC Communication Based-on Train Control
  • the traditional CBTC signal system uses ground equipment as the core of train control, and there are many ground equipment, so the communication efficiency between trains and ground is low.
  • line and turnout resources are managed in a packaged manner, resulting in low space utilization.
  • the position and status information of online trains is collected by trackside equipment and then provided to the vehicle after calculation, so the time utilization rate is low.
  • the train autonomous operation system based on vehicle-to-vehicle communication (TACS system)
  • TACS system vehicle-to-vehicle communication
  • the train active resource management and active block as the core, and the on-board equipment actively performs the operation according to the operation plan and current position.
  • the TACS system manages and controls the resources of trains and lines in a more refined manner in terms of time and space, making their use safer and more efficient.
  • the purpose of direct communication between trains is to achieve train safety separation protection.
  • autonomous trains it is concerned with the nearest upstream or downstream train, and combined with the operation of the train Direction uses adjacent trains as obstacles for movement authorization calculations.
  • Chinese Patent Publication No. CN202010865191.3 discloses a train management method based on vehicle-to-vehicle communication.
  • the vehicle-to-vehicle communication train set sends failure information to the ground controller, so that the ground controller can generate a train activation identification command according to the communication failure information, and send the train activation identification command to the vehicle-vehicle communication train set;
  • the vehicle-vehicle communication train set switches the vehicle-vehicle communication driving mode to an automatic driving mode according to the activation identification command.
  • this technology considers the control and management of faulty trains, and the communication train set only includes the main train and the front train, and does not control and manage the real-time interval protection between trains.
  • the object of the present invention is to provide a reliable, safe and efficient train separation protection control method and device based on the TACS system in order to overcome the above-mentioned defects in the prior art, so as to realize the separation protection between trains.
  • a kind of train interval protection control method based on TACS system comprising the steps:
  • Step 1 The on-board controller CC receives the train operation command issued by the automatic train monitoring system ATS, and obtains the motion task;
  • Step 2 The on-board controller CC calculates the guaranteed area of the train in real time according to the train location, vehicle characteristics, and on-board controller characteristic information;
  • Step 3 The on-board controller CC calculates the track resources it needs to use according to the guaranteed area of the train and the current task information, and requests the conflicting train information occupying these track resources from the trackside resource manager WSIC;
  • Step 4 The trackside resource manager WSIC sends a list of conflicting trains on the track resources that it needs to use to the on-board controller CC according to the track resource information that the trains on the whole line need to occupy;
  • Step 5 If there is no valid train information in the list of conflicting trains, the on-board controller CC believes that there is no conflicting train on the track resources it needs to occupy; if there is valid train information in the list of conflicting trains, the on-board controller CC The train information in the list initiates the communication between the trains; after the communication is established, the on-board controller CC negotiates with the on-board controller CC of the relevant train for interval protection, and reports the negotiation status to the trackside resource manager WSIC;
  • Step 6 After the trackside resource manager WSIC receives the successful negotiation status, it authorizes the on-board controller CC to directly negotiate the occupation of track resources between trains;
  • Step 7 When the track resources that the on-board controller CC needs to use and the track resources that the conflicting train needs to use no longer overlap, the on-board controller CC will end the communication and negotiation with the on-board controller CC of the conflicting train, and report the trackside resources Manager WSIC.
  • the train guaranteed area is a position that the current train is guaranteed not to cross.
  • the fault car interval protection is taken over by the trackside train manager WSTC, as follows:
  • the trackside train manager WSTC receives the train movement tasks issued by the ATS, and replaces the on-board controller CC for train separation protection.
  • the train failure is a failure of the on-board controller CC.
  • a device based on a TACS system-based train separation protection control method including a trackside resource manager WSIC, an object controller OC, a trackside train manager WSTC, an automatic train monitoring system ATS, a vehicle-mounted Controller CC, backup positioning system BLS and transponder; the backup positioning system BLS is placed on the train; the trackside train manager WSIC communicates with all train on-board controllers CC; the train automatic monitoring system ATS, The wayside resource manager WSIC and the trackside train manager WSTC are connected in pairs; the wayside resource manager WSIC is connected with the target controller OC.
  • the ATS subsystem is responsible for supervising and controlling the operation of the train, and has functions of train tracking operation, alarm and event reporting, operation adjustment, and operation control.
  • the trackside resource manager WSIC is responsible for line resource allocation and recovery, train sequence management, signal machine and turnout control;
  • the trackside train manager WSTC is responsible for temporary speed limit processing, and manages and tracks faulty trains, Take over the faulty train for separation protection, resource application and release.
  • the target controller OC is used to realize state collection and driving of trackside equipment
  • the on-board controller CC performs line resource request and release according to the plan, and actively performs train control;
  • the transponder combined with the route map is responsible for providing the location information
  • the backup location system BLS provides corresponding train ID and train position information to the trackside train controller according to the obtained transponder information.
  • an electronic device including a memory, a processor, and a computer program stored in the memory and operable on the processor, and implementing the method when the processor executes the program.
  • a computer-readable storage medium on which a computer program is stored, and when the computer program is executed by a processor, the method is implemented.
  • the present invention has the following advantages:
  • the train interval protection control technology of the present invention reduces the intermediate processing links through the direct information interaction time interval protection between trains, and improves the operating efficiency of the system.
  • the train interval protection control technology of the present invention initiates information interaction between trains only when certain conditions are met, that is, when it is necessary to establish communication between trains, which saves system communication resources.
  • the train separation protection control technology of the present invention can still ensure the efficient mixed operation between the faulty train and the normal train in the case of a fault, which improves the reliability of the system.
  • FIG. 1 is a schematic diagram of the TACS system architecture
  • Fig. 2 is the workflow diagram of the inventive method
  • Fig. 3 is schematic diagram a of method principle of the present invention.
  • Fig. 4 is schematic diagram b of the principle of the method of the present invention.
  • Fig. 5 is a schematic diagram c of the principle of the method of the present invention.
  • the TACS system-based train interval protection control method of the present invention is to manage the adjacent relationship of trains on the line, and realize more efficient and safe tracking between trains on the line through direct information interaction between trains.
  • the autonomous train operation system based on vehicle-to-vehicle communication mainly includes the trackside resource manager WSIC, the trackside train manager WSTC, the target controller OC, the automatic train monitoring system ATS, the on-board controller CC, and the backup positioning system BLS, Transponder.
  • the ATS subsystem is responsible for supervising and controlling the operation of trains, with functions such as train tracking, alarm and event reporting, operation adjustment, and operation control;
  • WSIC is responsible for line resource allocation and recovery, train sequence management, signal machine and turnout control, etc.;
  • WSTC is mainly responsible for temporary speed limit processing, management and tracking of faulty trains, taking over faulty trains for interval protection, resource application and release;
  • OC is mainly responsible for collecting and driving the state of trackside equipment; CC requests and releases line resources according to the plan, and actively implements Train control, realizing the train safety protection function and train automatic driving function;
  • the transponder combined with the line map is responsible for providing the location information;
  • BLS mainly provides the corresponding train ID and train position to the trackside train controller based on the acquired transponder information information to realize the location tracking of degraded trains; among them, BLS is arranged on the trains and cooperates with WSTC to complete the operation of degraded trains.
  • the CC receives the operation tasks issued by the ATS and the position of the vehicle to calculate the track resources it needs to occupy;
  • WSIC calculates the list of conflicting trains that intersect with the track resources that need to be occupied according to the track resource information that the trains on the whole line need to occupy;
  • WSIC sends to CC a list of conflicting trains related to track resources applied for by the train;
  • the CC After receiving the list of conflicting trains, the CC compares it with the current trains that have communicated with its own train to confirm whether there are conflicting trains that have not yet established communication. If yes, then enter the 106th) step, otherwise enter the 107th) step.
  • CC train A
  • CC train B
  • WSIC WSIC
  • WSIC authorizes CC (train A, B) to directly negotiate to occupy the corresponding track
  • the CC negotiates with all CCs that have established communication (if any) to perform interval protection.
  • train B When the established communication train (train B) leaves the track resource range occupied by CC (train A), CC (train A) will disconnect its communication and report to WSIC, as shown in Figure 5.
  • CC uploads the state of the train to WSTC in real time, and if CC fails, WSTC applies to WSIC for control of the train.
  • WSIC authorizes WSTC to gain control and send the guaranteed position reported by CC to WSTC.
  • the BLS uploads the train position to the WSTC when the train passes the transponder.
  • WSTC calculates the guaranteed location of the faulty train.
  • ATS sends the train operation task to WSTC, and WSTC calculates the track resources required by the faulty train based on the guaranteed location of the faulty train and the train operation task, and replaces CC to realize the interval protection between trains.
  • the electronic device of the present invention includes a central processing unit (CPU) that can execute various tasks according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). appropriate action and handling.
  • ROM read-only memory
  • RAM random access memory
  • various programs and data necessary for device operation can also be stored.
  • the CPU, ROM, and RAM are connected to each other through a bus. Input/output (I/O) interfaces are also connected to the bus.
  • I/O interface Multiple components in the device are connected to the I/O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as magnetic disks, optical discs, etc.; and communication units, Such as network card, modem, wireless communication transceiver, etc.
  • the communication unit allows the device to exchange information/data with other devices over a computer network such as the Internet and/or various telecommunication networks.
  • An embodiment of the present invention discloses a computer program product, the computer program product includes a computer program stored on a non-transitory computer-readable storage medium, the computer program includes program instructions, and when the program instructions are executed by a computer, The computer can execute the methods provided in the foregoing method embodiments.
  • Program codes for implementing the methods of the present invention may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general-purpose computer, a special purpose computer, or other programmable data processing devices, so that the program codes, when executed by the processor or controller, make the functions/functions specified in the flow diagrams and/or block diagrams Action is implemented.
  • the program code may execute entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine or entirely on the remote machine or server.

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

Abstract

本发明涉及一种基于TACS系统的列车间隔防护控制方法及装置，所述方法包括：步骤一：车载控制器CC接收列车自动监控系统ATS下发的列车运行命令，获取运动任务；步骤二：车载控制器CC根据列车定位、车辆特性、车载控制器特性信息，实时计算本列车保证区域；步骤三：车载控制器CC根据本列车保证区域结合当前任务信息，计算其所需要使用的轨道资源，并向轨旁资源管理器WSIC请求占用这些轨道资源的冲突列车信息；步骤四：轨旁资源管理器WSIC根据全线列车需要占用轨道资源信息，向车载控制器CC发送其所需使用的轨道资源上的冲突列车列表等。与现有技术相比，本发明具有运行效率高，节约通信资源，可靠安全等优点。

Description

一种基于TACS系统的列车间隔防护控制方法及装置 技术领域
本发明涉及轨道交通信号控制领域，尤其是涉及一种基于TACS系统的列车间隔防护控制方法及装置。
背景技术
目前，国内主流的城市轨道交通信号系统采用CBTC(Communication Based-on Train Control)系统，其本质是以车地通信为主体的信号系统。传统CBTC信号系统以地面设备为列车控制核心，地面设备多，车地之间通信效率较低。在基于连续双向车地通信的列车控制系统中，线路和道岔资源以打包的方式管理的方式，空间利用率低。间隔防护的实现，由轨旁设备统一收集在线列车的位置及状态信息经计算后再提供给车载，时间利用率低。
与传统CBTC系统相比，基于车车通信的列车自主运行系统(TACS系统)，作为新一代信号系统的代表，以列车主动资源管理和主动闭塞为核心，由车载设备根据运行计划和当前位置主动申请资源，并根据资源获取情况和相邻列车位置自主计算移动授权。通过这种轨旁向列车的功能转移，系统的轨旁设备得到了精简，分岔、汇合及折返效率亦获得了显著的提升。TACS系统对列车和线路的资源从时间和空间维度进行更加精细化地管控，使用更加安全高效。作为TACS系统的核心控制功能，列车之间直接通信的目的是为了实现列车安全间隔防护，对于自主运行的列车而言，其所关心的为距离其最近的上游或下游列车，并结合列车的运行方向将相邻列车作为障碍物进行移动授权计算。
由于在线路中运行的列车数量是不确定的，列车间的排列顺序以及相对距离也是在不断变化的，对于每列自主运行的列车，必须通过安全、可靠的方法，确定需要与其通信的列车，以保证列车按照一定顺序占用线路资源，完成列车相应的任务。
经过检索，中国专利公开号CN202010865191.3公开了一种基于车-车通信的列车管理方法。当车-车通信列车组内部通信故障时，车-车通信列车组向地面控制器发送故障信息，以供地面控制器根据通信故障信息生成列车激活标识命令，并将所述列车激活标识命令发送到所述车-车通信列车组；车-车通信列车组根据所述激活标识命令 将车-车通信驾驶模式切换为自动驾驶模式。但该技术考虑的是故障列车的控制管理问题，且通信列车组仅包含主列车和前列车，并没有对列车间进行实时间隔防护进行控制管理。
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可靠、安全、高效的基于TACS系统的列车间隔防护控制方法及装置，实现列车间的间隔防护。
本发明的目的可以通过以下技术方案来实现：
根据本发明第一方面，提供了一种基于TACS系统的列车间隔防护控制方法，包括如下步骤：
步骤一：车载控制器CC接收列车自动监控系统ATS下发的列车运行命令，获取运动任务；
步骤二：车载控制器CC根据列车定位、车辆特性、车载控制器特性信息，实时计算本列车保证区域；
步骤三：车载控制器CC根据本列车保证区域结合当前任务信息，计算其所需要使用的轨道资源，并向轨旁资源管理器WSIC请求占用这些轨道资源的冲突列车信息；
步骤四：轨旁资源管理器WSIC根据全线列车需要占用轨道资源信息，向车载控制器CC发送其所需使用的轨道资源上的冲突列车列表；
步骤五：若在冲突列车列表中，无有效列车信息，车载控制器CC认为其所需要占用的轨道资源上无冲突列车；若在冲突列车列表中存在有效列车信息，车载控制器CC根据冲突列车列表中的列车信息发起列车之间的通信；通信建立后，车载控制器CC与相关列车的车载控制器CC协商进行间隔防护，并将协商状态上报轨旁资源管理器WSIC；
步骤六：轨旁资源管理器WSIC收到协商成功状态后，授权车载控制器CC列车间可直接协商轨道资源的占用；
步骤七：车载控制器CC需要使用的轨道资源与冲突列车需要使用的轨道资源不再有交集时，车载控制器CC将结束与冲突列车的车载控制器CC的通信、协商，并上报轨旁资源管理器WSIC。
作为优选的方案，所述的列车保证区域为本列车当前保证不会越过的位置。
作为优选的方案，所述的列车故障时，故障车间隔防护由轨旁列车管理器WSTC接管，具体如下：
通过置于故障列车上的后备定位系统BLS，向轨旁列车管理器WSTC上报列车位置；
轨旁列车管理器WSTC接收ATS下发的列车运动任务，并代替车载控制器CC进行列车间隔防护。
作为优选的技术方案，所述的列车故障为车载控制器CC故障。
根据本发明第二方面，提供了一种基于TACS系统的列车间隔防护控制方法的装置，包括轨旁资源管理器WSIC、目标控制器OC、轨旁列车管理器WSTC、列车自动监控系统ATS、车载控制器CC、后备定位系统BLS和应答器；所述后备定位系统BLS置于列车上；所述轨旁列车管理器WSIC与所有的列车车载控制器CC进行通信；所述列车自动监控系统ATS、轨旁资源管理器WSIC和轨旁列车管理器WSTC两两通信连接；所述轨旁资源管理器WSIC与目标控制器OC连接。
作为优选的方案，所述的ATS子系统负责监督和控制列车的运营，具有列车追踪运行、报警和事件报告，运行调整，操作控制。
作为优选的方案，所述的轨旁资源管理器WSIC负责线路资源分配与回收，列车序列管理，信号机及道岔控制；轨旁列车管理器WSTC负责临时限速处理，并管理及跟踪故障列车，接管故障列车进行间隔防护、资源申请及释放。
作为优选的方案，所述的目标控制器OC用于实现轨旁设备状态采集及驱动；
所述的车载控制器CC根据计划进行线路资源请求及释放，主动进行列车控制；
所述的应答器结合线路地图负责提供所处的位置信息；
所述的后备定位系统BLS根据获取的应答器信息，向轨旁列车控制器提供相应的列车ID及列车位置信息。
根据本发明第三方面，提供了一种电子设备，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，所述处理器执行所述程序时实现所述方法。
根据本发明第四方面，提供了一种计算机可读存储介质，其上存储有计算机程序，该计算机程序被处理器执行时实现所述的方法。
与现有技术相比，本发明具有以下优点：
1)本发明的列车间隔防护控制技术，通过列车间直接的信息交互时间间隔防护，缩减了中间的处理环节，提高了系统的运行效率。
2)本发明的列车间隔防护控制技术，仅在满足一定条件，即列车间有必要建立通信时，才发起列车间的信息交互，节省了系统的通信资源。
3)本发明的列车间隔防护控制技术，间隔防护的需求由列车主动发起，相比被动的防护机制，保证了其更高的安全性。
4)本发明的列车间隔防护控制技术，在发生故障的情况下，仍可保证故障列车与正常列车之间的高效混合运行，提高了系统的可靠性。
附图说明
图1为TACS系统架构示意图；
图2为本发明方法的工作流程图；
图3为本发明方法原理示意图a；
图4为本发明方法原理示意图b；
图5为本发明方法原理示意图c。
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。
本发明的基于TACS系统的列车间隔防护控制方法，是为了管理线路上列车的相邻关系，通过列车之间直接的信息交互，实现线路上列车间更为高效、安全的追踪。
如图1所示，基于车车通信的列车自主运行系统主要包括轨旁资源管理器WSIC、轨旁列车管理器WSTC、目标控制器OC、列车自动监控系统ATS、车载控制器CC、后备定位系统BLS、应答器。其中ATS子系统负责监督和控制列车的运营，具有列车追踪运行、报警和事件报告，运行调整，操作控制等功能；WSIC负责线路资源分配与回收，列车序列管理，信号机及道岔控制等功能；WSTC主要负责临时限速处理，并管理及跟踪故障列车，接管故障列车进行间隔防护、资源申请及释放；OC主要实 现轨旁设备状态采集及驱动；CC根据计划进行线路资源请求及释放，主动进行列车控制，实现列车安全防护功能和列车自动驾驶功能；应答器结合线路地图负责提供所处的位置信息；BLS主要根据获取的应答器信息，向轨旁列车控制器提供相应的列车ID及列车位置信息，以实现降级列车的位置跟踪；其中BLS布置在列车上，配合WSTC完成降级列车的运行。
如图2所示，TACS系统列车间隔防护控制方法的过程如下：
101)CC接收ATS下发的运行任务及本车位置计算其所需要占用的轨道资源；
102)CC(列车A)向WSIC申请其所需要占用的轨道资源，如图3所示；
103)WSIC根据全线列车需要占用的轨道资源信息计算与该需要占用的轨道资源有交集的冲突列车列表；
104)WSIC向CC发送该列车所申请轨道资源相关的冲突列车列表；
105)CC在接收到冲突列车列表后，与当前已与本车通信的列车进行比较，确认是否有还未建立通信的冲突列车。若有，则进入第106)步骤，否则进入第107)步骤。
106)CC(列车A)主动与还未建立通信的冲突列车CC(列车B)建立通信，并上报WSIC，如图4所示；
107)WSIC授权CC(列车A、B)可直接协商占用相应的轨道；
108)CC与所有已建立通信的CC(若有)协商进行间隔防护。
当已建立通信列车(列车B)离开CC(列车A)所需要占用的轨道资源范围，CC(列车A)将断开与其的通信，并上报WSIC，如图5所示。
CC将本车的状态实时上传WSTC，若发生CC故障时，WSTC向WSIC申请该列车控制权。申请成功后，WSIC授权WSTC获得控制权，并将CC上报的保证位置发送至WSTC。此时，BLS在列车经过应答器时，将列车位置上传至WSTC。WSTC基于BLS提供的位置信息，计算该故障列车的列车保证位置。ATS将列车运行任务下发至WSTC，WSTC基于故障列车的保证位置与列车运行任务，计算故障列车所需要占用的轨道资源，代替CC实现列车间的间隔防护。
本发明的电子设备包括中央处理单元(CPU)，其可以根据存储在只读存储器(ROM)中的计算机程序指令或者从存储单元加载到随机访问存储器(RAM)中的计算机程序指令，来执行各种适当的动作和处理。在RAM中，还可以存储设备操作所需 的各种程序和数据。CPU、ROM以及RAM通过总线彼此相连。输入/输出(I/O)接口也连接至总线。
设备中的多个部件连接至I/O接口，包括：输入单元，例如键盘、鼠标等；输出单元，例如各种类型的显示器、扬声器等；存储单元，例如磁盘、光盘等；以及通信单元，例如网卡、调制解调器、无线通信收发机等。通信单元允许设备通过诸如因特网的计算机网络和/或各种电信网络与其他设备交换信息/数据。
本发明实施例公开一种计算机程序产品，所述计算机程序产品包括存储在非暂态计算机可读存储介质上的计算机程序，所述计算机程序包括程序指令，当所述程序指令被计算机执行时，计算机能够执行上述各方法实施例所提供的方法。用于实施本发明的方法的程序代码可以采用一个或多个编程语言的任何组合来编写。这些程序代码可以提供给通用计算机、专用计算机或其他可编程数据处理装置的处理器或控制器，使得程序代码当由处理器或控制器执行时使流程图和/或框图中所规定的功能/操作被实施。程序代码可以完全在机器上执行、部分地在机器上执行，作为独立软件包部分地在机器上执行且部分地在远程机器上执行或完全在远程机器或服务器上执行。
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. 一种基于TACS系统的列车间隔防护控制方法，其特征在于，包括如下步骤：
    步骤一：车载控制器CC接收列车自动监控系统ATS下发的列车运行命令，获取运动任务；
    步骤二：车载控制器CC根据列车定位、车辆特性、车载控制器特性信息，实时计算本列车保证区域；
    步骤三：车载控制器CC根据本列车保证区域结合当前任务信息，计算其所需要使用的轨道资源，并向轨旁资源管理器WSIC请求占用这些轨道资源的冲突列车信息；
    步骤四：轨旁资源管理器WSIC根据全线列车需要占用轨道资源信息，向车载控制器CC发送其所需使用的轨道资源上的冲突列车列表；
    步骤五：若在冲突列车列表中，无有效列车信息，车载控制器CC认为其所需要占用的轨道资源上无冲突列车；若在冲突列车列表中存在有效列车信息，车载控制器CC根据冲突列车列表中的列车信息发起列车之间的通信；通信建立后，车载控制器CC与相关列车的车载控制器CC协商进行间隔防护，并将协商状态上报轨旁资源管理器WSIC；
    步骤六：轨旁资源管理器WSIC收到协商成功状态后，授权车载控制器CC列车间可直接协商轨道资源的占用；
    步骤七：车载控制器CC需要使用的轨道资源与冲突列车需要使用的轨道资源不再有交集时，车载控制器CC将结束与冲突列车的车载控制器CC的通信、协商，并上报轨旁资源管理器WSIC。
  2. 根据权利要求1所述的一种基于TACS系统的列车间隔防护控制方法，其特征在于，所述的列车保证区域为本列车当前保证不会越过的位置。
  3. 根据权利要求1所述的一种基于TACS系统的列车间隔防护控制方法，其特征在于，所述的列车故障时，故障车间隔防护由轨旁列车管理器WSTC接管，具体如下：
    通过置于故障列车上的后备定位系统BLS，向轨旁列车管理器WSTC上报列车位置；
    轨旁列车管理器WSTC接收ATS下发的列车运动任务，并代替车载控制器CC 进行列车间隔防护。
  4. 根据权利要求3所述的一种基于TACS系统的列车间隔防护控制方法，其特征在于，所述的列车故障为车载控制器CC故障。
  5. 一种用于权利要求1所述的基于TACS系统的列车间隔防护控制方法的装置，其特征在于，包括轨旁资源管理器WSIC、目标控制器OC、轨旁列车管理器WSTC、列车自动监控系统ATS、车载控制器CC、后备定位系统BLS和应答器；所述后备定位系统BLS置于列车上；所述轨旁列车管理器WSIC与所有的列车车载控制器CC进行通信；所述列车自动监控系统ATS、轨旁资源管理器WSIC和轨旁列车管理器WSTC两两通信连接；所述轨旁资源管理器WSIC与目标控制器OC连接。
  6. 根据权利要求5所述的装置，其特征在于，所述的ATS子系统负责监督和控制列车的运营，具有列车追踪运行、报警和事件报告，运行调整，操作控制。
  7. 根据权利要求5所述的装置，其特征在于，所述的轨旁资源管理器WSIC负责线路资源分配与回收，列车序列管理，信号机及道岔控制；轨旁列车管理器WSTC负责临时限速处理，并管理及跟踪故障列车，接管故障列车进行间隔防护、资源申请及释放。
  8. 根据权利要求5所述的装置，其特征在于，所述的目标控制器OC用于实现轨旁设备状态采集及驱动；
    所述的车载控制器CC根据计划进行线路资源请求及释放，主动进行列车控制；
    所述的应答器结合线路地图负责提供所处的位置信息；
    所述的后备定位系统BLS根据获取的应答器信息，向轨旁列车控制器提供相应的列车ID及列车位置信息。
  9. 一种电子设备，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，其特征在于，所述处理器执行所述程序时实现如权利要求1至4任一项所述基于TACS系统的列车间隔防护控制方法的步骤。
  10. 一种计算机可读存储介质，其上存储有计算机程序，其特征在于，该计算机程序被处理器执行时实现如权利要求1至4任一项所述基于TACS系统的列车间隔防护控制方法的步骤。
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