WO2023016542A1 - 基于车车通信的降级列车紧急救援方法及装置 - Google Patents

基于车车通信的降级列车紧急救援方法及装置 Download PDF

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Publication number
WO2023016542A1
WO2023016542A1 PCT/CN2022/112013 CN2022112013W WO2023016542A1 WO 2023016542 A1 WO2023016542 A1 WO 2023016542A1 CN 2022112013 W CN2022112013 W CN 2022112013W WO 2023016542 A1 WO2023016542 A1 WO 2023016542A1
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train
vehicle
communication
car
network
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PCT/CN2022/112013
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English (en)
French (fr)
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陈楚君
陈美竹
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比亚迪股份有限公司
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Priority to BR112023026703A priority Critical patent/BR112023026703A2/pt
Publication of WO2023016542A1 publication Critical patent/WO2023016542A1/zh
Priority to US18/542,112 priority patent/US20240116551A1/en

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    • 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
    • B61L15/0018—Communication with or on the vehicle or train
    • 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
    • B61L15/0081—On-board diagnosis or maintenance
    • 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
    • B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/30—Services specially adapted for particular environments, situations or purposes
    • H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
    • H04W4/42—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for mass transport vehicles, e.g. buses, trains or aircraft

Definitions

  • the present disclosure relates to the technical field of rail transit, and in particular to a vehicle-to-vehicle communication-based degraded train emergency rescue method and a vehicle-to-vehicle communication-based degraded train emergency rescue system.
  • the rail transit industry adopts proprietary networks to ensure system security, and adopts redundant designs to improve system reliability.
  • the signaling system failure caused by network failure is still a difficult problem in the rail transit industry.
  • the private network and the public network are integrated to realize the communication connection between the public network dispatching system and the LTE-R private network traffic dispatching system.
  • the intelligence of the train signal system becomes more obvious, fully automatic driverless trains have no driver.
  • rescuers need to rush from the platform to the fault location, which requires relatively large manpower, material and financial resources, and passengers Staying at the fault location for a long time will cause commotion. Fault rescue is something we must consider. How to reduce the impact of faults is an urgent problem to be solved.
  • An object of the embodiments of the present disclosure is to provide a degraded train emergency rescue method and device based on vehicle-to-vehicle communication.
  • the emergency rescue method can automatically restart the private network switch when the communication private network fails. If the restarting the switch cannot restore the network , the backup public network will be activated for autonomous rescue, so as to achieve the purpose of quickly completing the rescue.
  • a degraded train emergency rescue method based on vehicle-to-vehicle communication including:
  • An emergency rescue operation is performed through the communication public network.
  • a degraded train emergency rescue device based on vehicle-to-vehicle communication including:
  • memory used to store computer programs
  • the device relies on the private network and public network installed on the vehicle equipment, and adopts the automatic restart of the private network under the premise of ensuring the safety of the system.
  • the integration of the private network and the public network improves the availability of the system. Be operational as soon as possible.
  • the present disclosure provides a machine-readable storage medium, on which instructions are stored, and the instructions are used to make a machine execute the above degraded train emergency rescue method based on vehicle-to-vehicle communication.
  • the train can be quickly rescued after a proprietary network communication failure occurs, the faulty car automatically runs to the platform, and the rescue personnel only need to rescue at the platform, which reduces the rescue cost.
  • Fig. 1 is a flowchart of an emergency rescue method for degraded trains based on vehicle-to-vehicle communication provided by an embodiment of the present disclosure
  • Fig. 2 is a block diagram of a degraded train emergency rescue system based on vehicle-to-vehicle communication provided by an embodiment of the present disclosure
  • Fig. 3 is a specific flow chart of an emergency rescue method for a degraded train based on vehicle-to-vehicle communication provided by an embodiment of the present disclosure.
  • the private network can be an LTE-U or LTE-M private network, which is used for train-ground and train-to-train under normal circumstances.
  • the public network can be a commonly used mobile network, such as 4G, 5G network, which is only used for temporary communication when the private network fails.
  • the private network may also be a 5G private network or the like.
  • the present disclosure uses an LTE-U or LTE-M private network as an example to describe in detail.
  • Fig. 1 is a flow chart of an emergency rescue method for a degraded train based on vehicle-to-vehicle communication provided by an embodiment of the present disclosure. As shown in Figure 1, the method includes:
  • the train eases and brakes and is put into operation again.
  • the train communicates with the ground system, the front vehicle and the rear vehicle through the proprietary network according to the communication cycle.
  • the train will save the information of the front vehicle and the rear vehicle in the current communication cycle.
  • the information includes the identification of the preceding vehicle and the following vehicle, the position of the preceding vehicle and the following vehicle, the current communication time node and so on. If the communication between the train and the ground system and the front and rear cars are all interrupted, the dedicated network will fail; at this time, the vehicle will brake on the main line due to communication failure.
  • the proprietary network switch After detecting the failure of the proprietary network, the proprietary network switch will be automatically restarted first. If the proprietary network is successfully restored after restarting, and the communication between the train and the ground system or the front and rear cars is normal, the train will be put back into operation after relieving the brakes; otherwise, it will be necessary to Open the public network and use the public network for emergency rescue.
  • the number of restarts of the private network switch can be set. When the number of restarts is reached and the network is still not restored, it is determined that the network cannot be restored, and then the public network is turned on for emergency rescue.
  • the establishment of public network communication between the train and the front car and the rear car to perform emergency rescue operations through the public communication network of the train includes:
  • the information of the front vehicle and the rear vehicle includes the identification of the front vehicle and the rear vehicle.
  • the identification of the front vehicle and the rear vehicle is similar to the vehicle ID, which is globally unique. The vehicles call each other through the vehicle ID.
  • performing emergency rescue operations through the public network includes:
  • the center After the center receives the train failure information, it will make emergency dispatch to the trains on the same track line to avoid safety accidents, and there is no exception in the case of proprietary network communication failures.
  • the center After the center receives the fault information forwarded by the front car and the rear car, it can respond quickly, coordinate and dispatch other trains that need to pass through the braking area of the faulty train, and manually Intervention prohibits other vehicles from entering the fault area to ensure train driving safety. At the same time, the communication between the center and the vehicle is still carried out through a proprietary network, which ensures the data security of the center.
  • the fault information includes the position information of the train braking on the main line and the fault information of the private communication network of the train, and the network fault information is the LTE-U/M private network fault information.
  • the position information of the train brake on the main line can be used for the center to lock the area that requires safety control to avoid safety accidents.
  • the fault information of the train communication proprietary network can facilitate the center to obtain vehicle abnormalities, arrange maintenance, rescue, and passenger boarding and landing Operation.
  • the position of the preceding vehicle acquired last time before the communication interruption is used as the dangerous point for protection.
  • the communication between the train and other trains is interrupted, and the driving information of other trains cannot be transmitted to the faulty train, but after the fault is reported, the center will carry out dispatching, and the faulty train takes the last obtained position of the preceding vehicle as the dangerous point , which can guarantee the traffic safety between the faulty train and the adjacent train.
  • the performing emergency rescue operations through the public network includes:
  • the train is linked with the preceding car to form a virtual train, and the train is disconnected after the virtual train travels to the nearest platform in front; if it is not satisfied, the radar detector of the train is turned on, and the speed limit of the train is controlled. Run to the nearest platform ahead;
  • the distance often refers to the straight line between two points, but the terrain and other factors need to be considered during the construction of the railway track, and it may not necessarily be a straight line.
  • the distance is calculated based on the position on the main line, the position of the nearest platform ahead, and the position of the vehicle ahead obtained by the train last time. Then determine whether there is a front car operating in the same direction ahead by the distance between the train and the front car and the distance between the train and the nearest platform ahead.
  • first distance is greater than the second distance, there is a front car operating in the same direction between the position of the train brake on the main line and the nearest platform in front of the train;
  • first distance is less than or equal to the second distance, there is no preceding vehicle operating in the same direction between the position where the train brakes on the main line and the nearest platform ahead of the train.
  • the faulty train determines the position of the nearest platform in front by itself, determines whether there are trains operating in the same direction, performs virtual connection when there are trains operating in the same direction and meets the conditions for virtual connection, and drives to the nearest platform in front, otherwise the speed is automatically limited Running to the nearest platform ahead for rescue, there is no need to wait for the center to dispatch rescue vehicles from the platform to the location of the train failure, shortening the rescue time, and the faulty train will not brake on the main line for too long, avoiding panic and anxiety caused by passengers.
  • the initiating a virtual connection application to the preceding vehicle to connect the train with the preceding vehicle to form a virtual formation train includes:
  • the control center According to the virtual connection confirmation information received from the control center, connect the train and the preceding vehicle to form a virtual train; wherein, the preceding vehicle is based on the envelope information of the preceding vehicle, the relationship between the preceding vehicle and the distance between them and the envelope information of the train to calculate the envelope information of the virtual train, and report the train position of the train to the control center according to the envelope information of the virtual train. communicate with the vehicle behind;
  • the preceding vehicle in the virtual composed train periodically shares control information with the train.
  • control information includes: traction and braking commands, forward and reverse commands, and vehicle control level information.
  • the faulty train is connected to the front train in virtual connection, which can share control information, so that the operating conditions of the two trains in the virtual formation are consistent. Moving command, forward and backward command and vehicle control level information, the protection system is safe.
  • the vehicle in front communicates with the center through a proprietary network, and the faulty train communicates with the vehicle in front through a public network.
  • the vehicle-to-vehicle communication protocol needs to use a secure communication protocol.
  • the faulty train After the fault is reported, the faulty train searches the nearest platform ahead and the distance to the preceding vehicle, and judges whether there is an operating vehicle in the nearest platform section ahead, and if so, further judges whether the distance between the preceding vehicle and the faulty train is within the virtual connection range, If it is within the scope of the virtual connection, the virtual connection function is enabled, and the virtual connection with the front car is the same virtual marshalling train, sharing control information, safely running to the platform, and decomposing after arriving at the platform, the front car continues to operate, and the faulty train Rescue at the platform, if there is no operating vehicle in the nearest platform section ahead, and the live train is not within the virtual connection range, the faulty train will run to the nearest platform at a limited speed and wait for rescue.
  • Fig. 2 is a block diagram of a degraded train emergency rescue device based on vehicle-to-vehicle communication provided by an embodiment of the present disclosure. As shown in Figure 2, the device includes:
  • memory used to store computer programs
  • the device relies on the private network and public network installed on the on-board equipment. On the premise of ensuring the safety of the train, the private network is automatically restarted.
  • the integration of the private network and the public network improves the availability of the communication system. In the private network communication system It can be put into operation as soon as possible after a failure.
  • the establishment of public network communication between the train and the front car and the rear car to perform emergency rescue operations through the public communication network of the train includes:
  • the information of the front vehicle and the rear vehicle includes the identification of the front vehicle and the rear vehicle.
  • the identification of the front vehicle and the rear vehicle is similar to the vehicle ID, which is unique in the world. Vehicles call each other through the vehicle ID.
  • performing emergency rescue operations through the public network includes:
  • the center After the center receives the train failure information, it will make emergency dispatch to the trains on the same track line to avoid safety accidents, and there is no exception in the case of proprietary network communication failures.
  • the center After the center receives the fault information forwarded by the front car and the rear car, it can respond quickly, coordinate and dispatch other trains that need to pass through the braking area of the faulty train, and manually Intervention prohibits other vehicles from entering the fault area to ensure train driving safety. At the same time, the communication between the center and the vehicle is still carried out through a proprietary network, which ensures the data security of the center.
  • the fault information includes the position information of the train braking on the main line and the fault information of the private communication network of the train, and the network fault information is the LTE-U/M private network fault information.
  • the position information of the train brake on the main line can be used for the center to lock the area that requires safety control to avoid safety accidents.
  • the fault information of the train communication proprietary network can facilitate the center to obtain vehicle abnormalities, arrange maintenance, rescue, and passenger boarding and landing Operation.
  • the position of the preceding vehicle acquired last time before the communication interruption is used as the dangerous point for protection.
  • the communication between the train and other trains is interrupted, and the driving information of other trains cannot be transmitted to the faulty train, but after the fault is reported, the center will carry out dispatching, and the faulty train takes the last obtained position of the preceding vehicle as the dangerous point , which can guarantee the traffic safety between the faulty train and the adjacent train.
  • the performing emergency rescue operations through the public network includes:
  • the train is linked with the preceding car to form a virtual train, and the train is disconnected after the virtual train travels to the nearest platform in front; if it is not satisfied, the radar detector of the train is turned on, and the speed limit of the train is controlled. Run to the nearest platform ahead;
  • the distance often refers to the straight line between two points, but the terrain and other factors need to be considered during the construction of the railway track, and it may not necessarily be a straight line.
  • the distance is calculated based on the position on the main line, the position of the nearest platform ahead, and the position of the vehicle ahead obtained by the train last time. Then determine whether there is a front car operating in the same direction ahead by the distance between the train and the front car and the distance between the train and the nearest platform ahead.
  • first distance is greater than the second distance, there is a front car operating in the same direction between the position of the train brake on the main line and the nearest platform in front of the train;
  • first distance is less than or equal to the second distance, there is no preceding vehicle operating in the same direction between the position where the train brakes on the main line and the nearest platform ahead of the train.
  • the faulty train determines the position of the nearest platform in front by itself, determines whether there are trains operating in the same direction, performs virtual connection when there are trains operating in the same direction and meets the conditions for virtual connection, and drives to the nearest platform in front, otherwise the speed is automatically limited Running to the nearest platform ahead for rescue, there is no need to wait for the center to dispatch rescue vehicles from the platform to the location of the train failure, shortening the rescue time, and the faulty train will not brake on the main line for too long, avoiding panic and anxiety caused by passengers.
  • the initiating a virtual connection application to the preceding vehicle to connect the train with the preceding vehicle to form a virtual formation train includes:
  • the vehicle in front After initiating a virtual connection application to the vehicle in front, the vehicle in front judges whether the virtual connection requirements are met, and if the virtual connection requirements are met, the vehicle in front initiates a virtual connection request to the control center;
  • the control center According to the virtual connection confirmation information received from the control center, connect the train and the preceding vehicle to form a virtual train; wherein, the preceding vehicle is based on the envelope information of the preceding vehicle, the relationship between the preceding vehicle and the distance between them and the envelope information of the train to calculate the envelope information of the virtual train, and report the train position of the train to the control center according to the envelope information of the virtual train. communicate with the vehicle behind;
  • the preceding vehicle in the virtual composed train periodically shares control information with the train.
  • control information includes: traction and braking commands, forward and reverse commands, and vehicle control level information.
  • the faulty train is connected to the front train in virtual connection, which can share control information, so that the operating conditions of the two trains in the virtual formation are consistent. Moving command, forward and backward command and vehicle control level information, the protection system is safe.
  • the present disclosure provides a machine-readable storage medium, on which instructions are stored, and the instructions are used to make a machine execute the above degraded train emergency rescue method based on vehicle-to-vehicle communication.
  • the aforementioned storage media include: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), magnetic disk or optical disc, etc., which can store program codes. .
  • any combination of various implementations of the present disclosure can also be made, as long as they do not violate the ideas of the implementations of the present disclosure, they should also be regarded as the content disclosed in the implementations of the present disclosure.

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Abstract

一种基于车车通信的降级列车紧急救援方法及装置。该方法包括：获取列车与地面系统及前车和后车的通信专有网络的通信状态；根据通信状态判断列车通信专有网络是否发生故障；若专有网络故障，列车制动在正线上，同时控制车载专有网络交换机重启，若专有网络恢复成功，则列车缓解制动重新投入运行；若专有网络故障仍然未恢复，则启用车载公有网络交换机，建立列车与前车和后车间的公有网络通信；通过公有网络进行紧急救援。

Description

基于车车通信的降级列车紧急救援方法及装置
本公开要求于2021年08月13日提交中国专利局，申请号为202110931401.9，申请名称为“基于车车通信的降级列车紧急救援方法及装置”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及轨道交通技术领域，具体地涉及一种基于车车通信的降级列车紧急救援方法以及基于车车通信的降级列车紧急救援系统。
背景技术
相关技术中，轨道交通行业均采用专有网络来保证系统的安全性，采用冗余设计来提高系统可靠性。但网络故障导致的信号系统故障至今依然是轨道交通行业一个难以解决的问题。
一般采用专有网络和公有网络融合，实现公网调度系统和LTE-R专网行车调度系统的通信对接。随着列车信号系统智能化更加明显，全自动无人驾驶的列车无司机，当专有网络故障发生的时候需要救援人员从站台出发赶到故障地，需要花费比较大的人力物力财力，并且乘客长时间待在故障地点，会引起骚动。故障救援是我们必须要考虑的事情，怎么样减少故障带来的影响是亟待解决的问题。
发明内容
本公开实施例的一个目的是提供一种基于车车通信的降级列车紧急救援方法及装置，该紧急救援方法能够在通信专有网络故障时自动重启专有网路交换机，若重启交换机无法恢复网络，则会启动备用的公有网络进行自主救援，达到快速完成救援的目的。
根据本公开实施例的一个方面，提供了一种基于车车通信的降级列车 紧急救援方法，包括：
获取列车与地面系统及列车与前车和后车的通信专有网络的通信状态；
根据所述通信状态判断所述列车的通信专有网络是否发生故障；
若确定所述通信专有网络故障，重启所述列车的车载专有网络交换机；
判断所述车载专有网络交换机重启后所述通信专有网络是否恢复；
若确定所述车载专有网络未恢复，启用所述列车的车载公有网络交换机，建立所述列车与前车和后车间的公有网络通信。
通过所述通信公有网络执行紧急救援操作。
根据本公开实施例的第二方面提供一种基于车车通信的降级列车紧急救援装置，包括：
存储器：用于存储计算机程序；
处理器：用于执行所述计算机程序，以实现以下步骤：
获取列车与地面系统及列车与前车和后车的通信专有网络通信状态；
根据所述通信状态判断所述列车的通信专有网络是否发生故障；
若确定所述通信专有网络故障，重启所述列车的车载专有网络交换机；
判断所述车载专有网络交换机重启后所述通信专有网络是否恢复；
若确定所述车载专有网络未恢复，启用所述列车的车载公有网络交换机，建立所述列车与前车和后车间的公有网络通信；
通过所述公有网络执行紧急救援操作。该装置依托于车载设备上安装专有网络和公有网络，在保证系统安全性的前提下采用了专网自动重启，专网和公网融合的方式提高了系统的可用性，在系统发生故障后可以尽快投入运营。
另一方面，本公开提供一种机器可读存储介质，该机器可读存储介质上存储有指令，该指令用于使得机器执行所述的基于车车通信的降级列车紧急救援方法。
通过上述技术方案，列车在发生专有网络通信故障后能够快速获得救援，故障车自动运行到站台，救援人员在站台救援即可，降低了救援成本。
本公开实施方式的其它特征和优点将在随后的具体实施方式部分予 以详细说明。
附图说明
附图是用来提供对本公开实施方式的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本公开实施方式，但并不构成对本公开实施方式的限制。在附图中：
图1是本公开一种实施方式提供的基于车车通信的降级列车紧急救援方法流程图；
图2是本公开一种实施方式提供的基于车车通信的降级列车紧急救援系统框图；
图3是本公开一种实施方式提供的基于车车通信的降级列车紧急救援方法具体流程图。
具体实施方式
以下结合附图对本公开的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本公开，并不用于限制本公开。
本公开涉及的列车需要能够提供专有网络和公有网络两种，在一些实施例中，专有网络可以是LTE-U或者LTE-M专有网络，用于正常情况下的车-地和车-车通信；公有网络可以是常用的移动网络，例如4G，5G网络，仅用于在专有网络发生故障时的暂时通信。在其他一些实施例中，专有网络也可以是5G专网等。本公开以LTE-U或者LTE-M专有网络为例进行详细说明。
图1是本公开一种实施方式提供的基于车车通信的降级列车紧急救援方法流程图。如图1所示，所述方法包括：
获取列车与地面系统及列车与前车和后车的通信专有网络的通信状态；
根据所述通信状态判断所述列车的通信专有网络是否发生故障；
若确定所述通信专有网络故障，重启所述列车的车载专有网络交换机；
判断所述车载专有网络交换机重启后所述通信专有网络是否恢复；
若确定所述车载专有网络未恢复，启用所述列车的车载公有网络交换机，建立所述列车与前车和后车间的公有网络通信；
通过所述公有网络执行紧急救援操作。
若车载专有网络交换机重启后所述通信专有网络是否恢复，则列车缓解制动重新投入运行。列车在行驶过程中通过专有网络按通信周期与地面系统及前车和后车进行通信，在通信周期中，列车会保存当前通信周期中的前车和后车的信息，前车和后车的信息包括前车和后车标识、前车和后车的位置、当前通信时间节点等等。若列车与地面系统及前车和后车的通信全部中断，则专有网络发生故障；此时车辆会因通信故障制动在正线上。检测到专有网络发生故障后，首先自动重启专有网络交换机，若重启后专有网络恢复成功，列车与地面系统或前车和后车通信正常，则列车缓解制动重新投入运行；否则需要开启公有网络，通过公有网络进行紧急救援。
在一些实施例中，可以设置专有网络交换机的重启次数，当达到重启次数后，网络仍然未恢复，则判定网络无法恢复，这时才开启公有网络进行紧急救援。
在一些实施例中，所述建立所述列车与前车和后车间的公有网络通信通过所述列车的通信公有网络执行紧急救援操作，包括：
通过所述列车历史保存的前车和后车的信息呼叫所述列车的前车和后车，建立所述列车与前车和后车间的公有网络通信。前车和后车的信息包括前车和后车标识，前车和后车标识类似于车辆身份ID，全球唯一，车与车之间通过车辆身份ID来呼叫对方。
在一些实施例中，通过所述公有网络执行紧急救援操作，包括：
将所述列车自车的故障信息传输到前车和后车，请求前车和后车通过所述前车和后车的通信专有网络向控制中心上报所述列车的故障信息。
列车车车、车地专有网络通信出现故障后，列车制动在正线上，列车将无法通过专有网络与中心或者其他列车通信，开启公有网络使列车能够通过公有网络短暂与其他列车进行通信，请求其他列车通过专有网络向中心上报故障信息，这样能够及时上报故障信息。在任何情况下，中心接收 到列车故障信息后都会对同一轨道线路上的列车进行紧急调度，以避免发生安全事故，专有网络通信故障情况下也不例外，在本公开中，前车和后车接收到转发请求后，会立即向中心上报所述故障信息，中心接收到前车和后车转发的故障信息后，能够快速作出响应，协调调度需要行经故障列车制动区域的其他列车，人工干预禁止其它车辆进入该故障区域，保障列车行车安全。同时，中心与车之间的通信仍然是通过专有网络进行，保障了中心的数据安全性。
在本实施例中，所述故障信息包括所述列车制动在正线上的位置信息和所述列车的通信专有网络故障信息，网络故障信息即LTE-U/M专网故障信息。列车制动在正线上的位置信息能够用于中心锁定需要进行安全管控的区域，避免发生安全事故，列车通信专有网络故障信息能够便于中心获取到车辆异常，安排维修、救援以及乘客乘降作业。
在其他一些实施例中，所述列车制动在正线上后，按照通信中断前的最后一次获取到的前车位置作为危险点进行防护。通信故障后，列车与其他列车之间的通信中断，其他列车的行驶信息也无法传输到故障列车，但是故障上报后，中心会进行调度，故障列车以最后一次获取到的前车位置作为危险点，能够保障故障列车与相邻列车之间的行车安全。
在其他一些实施例中，所述通过所述公有网络执行紧急救援操作，包括：
根据所述列车制动在正线上的位置信息和所述列车的车载系统中存储的电子地图，搜索列车运行前方最近站台的位置；
根据所述通信专有网络通信中断前所述列车最后一次获取到的前车位置，判断所述列车制动在正线上的位置到列车运行前方最近站台之间是否存在同向运营的前车：
若存在，判断所述前车与所述列车之间的距离是否满足虚拟挂靠条件，即判断距离是否小于一个车长；若满足，则向所述前车发起虚拟连挂申请，以将所述列车与所述前车连挂组成虚拟编组列车，并在该虚拟编组列车行驶至前方最近站台后解除连挂；若不满足，则开启所述列车的雷达探测器，并控制所述列车限速运行至前方最近站台；
若不存在，则开启所述列车的雷达探测器，并控制所述列车限速运行至前方最近站台。解除连挂后，故障列车在该最近的站台进行救援微信，前车继续按照计划进行运营。
距离往往指的是两点之间的直线，但是铁路轨道修建过程中需要考虑地形等因素，不一定会是直线，因此在判断是否存在同向运营的前车时基于铁路轨道地图、列车制动在正线上的位置、前方最近站台的位置以及列车最后一次获取到的前车位置来计算路程。然后通过列车与前车之间的路程以及列车与前方最近站台之间的路程来确定前方是否存在同向运营的前车。
具体包括：
根据列车制动在正线上的位置和前方最近站台的位置确定第一路程，所述第一路程表示列车与前方最近站台之间的轨道路程；
根据列车制动在正线上的位置和列车最后一次获取到的前车位置确定第二路程，所述第二路程表示列车与前车之间的轨道路程；
比较第一路程以及第二路程：
若第一路程大于第二路程，则所述列车制动在正线上的位置到列车运行前方最近站台之间存在同向运营的前车；
若第一路程小于或等于第二路程，则所述列车制动在正线上的位置到列车运行前方最近站台之间不存在同向运营的前车。
需要说明的是，路程的具体计算方法为现有技术，例如地图导航中的路程计算方法，本公开不进行赘述。
故障列车自己确定前方最近站台的位置，确定是否存在同向运营的列车，在有同向运营的列车且符合虚拟连挂条件的情况下进行虚拟连挂，行驶到前方最近站台，否则自主限速运行到前方最近站台进行救援，不需要等中心从站台调度救援车到列车故障位置，缩短救援时间，故障列车不会制动在正线上太长时间，避免了引起乘客恐慌焦虑。
具体的，所述向所述前车发起虚拟连挂申请，以将所述列车与所述前车连挂组成虚拟编组列车，包括：
向所述前车发起虚拟连挂申请后，由所述前车判断是否满足虚拟连挂 要求，并在满足虚拟连挂要求的情况下由所述前车向控制中心发起虚拟连挂请求；
根据接收自所述控制中心的虚拟连挂确认信息，将所述列车与所述前车连挂组成虚拟编组列车；其中，所述前车根据前车包络信息、前车与所述列车之间的距离及所述列车的包络信息计算该虚拟编组列车的包络信息，并按照该虚拟编组列车的包络信息向控制中心汇报所述列车的列车位置，同时与虚拟编组列车的前车和后车通信；
所述虚拟编组列车中的前车周期性的与所述列车分享控制信息。
在本实施例中，所述控制信息包括：牵引制动指令、前进后退指令及控车级位信息。故障列车与前车进行虚拟连挂，能够分享控制信息，使得虚拟编组内的两辆列车的运行工况一致，前车作为整个虚拟编组列车的眼睛，从车车、车地通信中获取牵引制动指令、前进后退指令及控车级位信息，防护系统安全。
整个救援过程中，前车与中心通过专有网络进行通信，故障列车与前车通过公有网络进行通信，为了保证公网数据传输正确性，车-车通信协议需要使用安全通信协议。
在实际运行过程中，如图3所示，正线运营车辆突发专有网络故障并制动在正线上后，首先重启车载专有网络交换机，若重启后网络恢复成功，则缓解制动重新投入运营，若网络恢复失败，则启用公有网络，故障列车通过公有网络与前车和后车建立链接，链接成功后发送位置报告及自身故障信息到前车和后车，由前车和后车代为向中心汇报故障信息。故障上报后，故障列车搜索前方最近站台以及与前车距离，判断前方最近站台区间内是否有运营车辆，若有，则进一步判断前车与故障列车之间的距离是否在虚拟连挂范围内，若在虚拟连挂范围内则启用虚拟连挂功能，与前车虚拟连挂为同一虚拟编组列车，共享控制信息，安全运行到达站台，到达站台后进行解编，前车继续投入运营，故障车在站台进行救援，若前方最近站台区间内没有运营车辆，活着列车不在虚拟连挂范围内，则故障列车限速运行到最近站台等待救援。
图2是本公开一种实施方式提供的基于车车通信的降级列车紧急救援 装置框图。如图2所示，所述装置包括：
存储器：用于存储计算机程序；
处理器：用于执行所述计算机程序，以实现以下步骤：
获取列车与地面系统及列车与前车和后车的通信专有网络通信状态；
根据所述通信状态判断所述列车的通信专有网络是否发生故障；
若确定所述通信专有网络故障，重启所述列车的车载专有网络交换机；
判断所述车载专有网络交换机重启后所述通信专有网络是否恢复；
若确定所述车载专有网络未恢复，启用所述列车的车载公有网络交换机，建立所述列车与前车和后车间的公有网络通信；
通过所述公有网络执行紧急救援操作。装置依托于车载设备上安装专有网络和公有网络，在保证列车安全性的前提下采用了专网自动重启，专网和公网融合的方式提高了通信系统的可用性，在专有网络通信系统发生故障后可以尽快投入运营。
在一些实施例中，所述建立所述列车与前车和后车间的公有网络通信通过所述列车的通信公有网络执行紧急救援操作，包括：
通过所述列车历史保存的前车和后车的信息呼叫所述列车的前车和后车，建立所述列车与前车和后车间的公有网络通信。前车和后车的信息包括前车和后车标识，前车和后车标识类似与车辆身份ID，全球唯一，车与车之间通过车辆身份ID来呼叫对方。
在一些实施例中，通过所述公有网络执行紧急救援操作，包括：
将所述列车自车的故障信息传输到前车和后车，请求前车和后车通过所述前车和后车的通信专有网络向控制中心上报所述列车的故障信息。
列车车车、车地专有网络通信出现故障后，列车制动在正线上，列车将无法通过专有网络与中心或者其他列车通信，开启公有网络使列车能够通过公有网络短暂与其他列车进行通信，请求其他列车通过专有网络向中心上报故障信息，这样能够及时上报故障信息。在任何情况下，中心接收到列车故障信息后都会对同一轨道线路上的列车进行紧急调度，以避免发生安全事故，专有网络通信故障情况下也不例外，在本公开中，前车和后车接收到转发请求后，会立即向中心上报所述故障信息，中心接收到前车 和后车转发的故障信息后，能够快速作出响应，协调调度需要行经故障列车制动区域的其他列车，人工干预禁止其它车辆进入该故障区域，保障列车行车安全。同时，中心与车之间的通信仍然是通过专有网络进行，保障了中心的数据安全性。
在本实施例中，所述故障信息包括所述列车制动在正线上的位置信息和所述列车的通信专有网络故障信息，网络故障信息即LTE-U/M专网故障信息。列车制动在正线上的位置信息能够用于中心锁定需要进行安全管控的区域，避免发生安全事故，列车通信专有网络故障信息能够便于中心获取到车辆异常，安排维修、救援以及乘客乘降作业。
在其他一些实施例中，所述列车制动在正线上后，按照通信中断前的最后一次获取到的前车位置作为危险点进行防护。通信故障后，列车与其他列车之间的通信中断，其他列车的行驶信息也无法传输到故障列车，但是故障上报后，中心会进行调度，故障列车以最后一次获取到的前车位置作为危险点，能够保障故障列车与相邻列车之间的行车安全。
在其他一些实施例中，所述通过所述公有网络执行紧急救援操作，包括：
根据所述列车制动在正线上的位置信息和所述列车的车载系统中存储的电子地图，搜索列车运行前方最近站台的位置；
根据所述通信专有网络通信中断前所述列车最后一次获取到的前车位置，判断所述列车制动在正线上的位置到列车运行前方最近站台之间是否存在同向运营的前车：
若存在，判断所述前车与所述列车之间的距离是否满足虚拟挂靠条件，即判断距离是否小于一个车长；若满足，则向所述前车发起虚拟连挂申请，以将所述列车与所述前车连挂组成虚拟编组列车，并在该虚拟编组列车行驶至前方最近站台后解除连挂；若不满足，则开启所述列车的雷达探测器，并控制所述列车限速运行至前方最近站台；
若不存在，则开启所述列车的雷达探测器，并控制所述列车限速运行至前方最近站台。解除连挂后，故障列车在该最近的站台进行救援微信，前车继续按照计划进行运营。
距离往往指的是两点之间的直线，但是铁路轨道修建过程中需要考虑地形等因素，不一定会是直线，因此在判断是否存在同向运营的前车时基于铁路轨道地图、列车制动在正线上的位置、前方最近站台的位置以及列车最后一次获取到的前车位置来计算路程。然后通过列车与前车之间的路程以及列车与前方最近站台之间的路程来确定前方是否存在同向运营的前车。
具体包括：
根据列车制动在正线上的位置和前方最近站台的位置确定第一路程，所述第一路程表示列车与前方最近站台之间的轨道路程；
根据列车制动在正线上的位置和列车最后一次获取到的前车位置确定第二路程，所述第二路程表示列车与前车之间的轨道路程；
比较第一路程以及第二路程：
若第一路程大于第二路程，则所述列车制动在正线上的位置到列车运行前方最近站台之间存在同向运营的前车；
若第一路程小于或等于第二路程，则所述列车制动在正线上的位置到列车运行前方最近站台之间不存在同向运营的前车。
需要说明的是，路程的具体计算方法为现有技术，例如地图导航中的路程计算方法，本公开不进行赘述。
故障列车自己确定前方最近站台的位置，确定是否存在同向运营的列车，在有同向运营的列车且符合虚拟连挂条件的情况下进行虚拟连挂，行驶到前方最近站台，否则自主限速运行到前方最近站台进行救援，不需要等中心从站台调度救援车到列车故障位置，缩短救援时间，故障列车不会制动在正线上太长时间，避免了引起乘客恐慌焦虑。
具体的，所述向所述前车发起虚拟连挂申请，以将所述列车与所述前车连挂组成虚拟编组列车，包括：
向所述前车发起虚拟连挂申请后，由所述前车判断是否满足虚拟连挂要求，并在满足虚拟连挂要求的情况下由所述前车向控制中心发起虚拟连挂请求；
根据接收自所述控制中心的虚拟连挂确认信息，将所述列车与所述前 车连挂组成虚拟编组列车；其中，所述前车根据前车包络信息、前车与所述列车之间的距离及所述列车的包络信息计算该虚拟编组列车的包络信息，并按照该虚拟编组列车的包络信息向控制中心汇报所述列车的列车位置，同时与虚拟编组列车的前车和后车通信；
所述虚拟编组列车中的前车周期性的与所述列车分享控制信息。
在本实施例中，所述控制信息包括：牵引制动指令、前进后退指令及控车级位信息。故障列车与前车进行虚拟连挂，能够分享控制信息，使得虚拟编组内的两辆列车的运行工况一致，前车作为整个虚拟编组列车的眼睛，从车车、车地通信中获取牵引制动指令、前进后退指令及控车级位信息，防护系统安全。
另一方面，本公开提供一种机器可读存储介质，该机器可读存储介质上存储有指令，该指令用于使得机器执行所述的基于车车通信的降级列车紧急救援方法。
本领域技术人员可以理解实现上述实施方式的方法中的全部或部分步骤是可以通过程序来指令相关的硬件来完成，该程序存储在一个存储介质中，包括若干指令用以使得单片机、芯片或处理器(processor)执行本公开各个实施方式所述方法的全部或部分步骤。而前述的存储介质包括：U盘、移动硬盘、只读存储器(ROM，Read-Only Memory)、随机存取存储器(RAM，Random Access Memory)、磁碟或者光盘等各种可以存储程序代码的介质。
以上结合附图详细描述了本公开的可选实施方式，但是，本公开实施方式并不限于上述实施方式中的具体细节，在本公开实施方式的技术构思范围内，可以对本公开实施方式的技术方案进行多种简单变型，这些简单变型均属于本公开实施方式的保护范围。另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合。为了避免不必要的重复，本公开实施方式对各种可能的组合方式不再另行说明。
此外，本公开的各种不同的实施方式之间也可以进行任意组合，只要其不违背本公开实施方式的思想，其同样应当视为本公开实施方式所公开 的内容。

Claims (11)

  1. 一种基于车车通信的降级列车紧急救援方法，其特征在于，包括：
    获取列车与地面系统及列车与前车和后车的通信专有网络的通信状态；
    根据所述通信状态判断所述列车的通信专有网络是否发生故障；
    若确定所述通信专有网络故障，重启所述列车的车载专有网络交换机；
    判断所述车载专有网络交换机重启后所述通信专有网络是否恢复；
    若确定所述车载专有网络未恢复，启用所述列车的车载公有网络交换机，建立所述列车与前车和后车间的公有网络通信；
    通过所述公有网络执行紧急救援操作。
  2. 根据权利要求1所述的方法，其特征在于，所述建立所述列车与前车和后车间的公有网络通信，包括：
    通过所述列车历史保存的前车和后车的信息呼叫所述列车的前车和后车，建立所述列车与前车和后车间的公有网络通信。
  3. 根据权利要求1或2所述的方法，其特征在于，通过所述公有网络执行紧急救援操作，包括：
    将所述列车自车的故障信息传输到前车和后车，请求前车和后车通过所述前车和后车的通信专有网络向控制中心上报所述列车的故障信息；
    所述故障信息包括：所述列车制动在正线上的位置信息和所述列车的通信专有网络故障信息。
  4. 根据权利要求1至3中任一项所述的方法，其特征在于，通过所述公有网络执行紧急救援操作，包括：
    根据所述列车制动在正线上的位置信息和所述列车的车载系统中存储的电子地图，搜索列车运行前方最近站台的位置；
    根据所述通信专有网络通信中断前所述列车最后一次获取到的前车 位置，判断所述列车制动在正线上的位置到列车运行前方最近站台之间是否存在同向运营的前车：
    若存在，判断所述前车与所述列车之间的距离是否满足虚拟挂靠条件；若满足，则向所述前车发起虚拟连挂申请，以将所述列车与所述前车连挂组成虚拟编组列车，并在该虚拟编组列车行驶至前方最近站台后解除连挂；若不满足，则开启所述列车的雷达探测器，并控制所述列车限速运行至前方最近站台；
    若不存在，则开启所述列车的雷达探测器，并控制所述列车限速运行至前方最近站台。
  5. 根据权利要求1至4中任一项所述的方法，其特征在于，所述判断所述列车制动在正线上的位置到列车运行前方最近站台之间是否存在同向运营的前车，包括：
    根据列车制动在正线上的位置和前方最近站台的位置确定第一路程，所述第一路程表示列车与前方最近站台之间的轨道路程；
    根据列车制动在正线上的位置和列车最后一次获取到的前车位置确定第二路程，所述第二路程表示列车与前车之间的轨道路程；
    比较第一路程以及第二路程：
    若第一路程大于第二路程，则所述列车制动在正线上的位置到列车运行前方最近站台之间存在同向运营的前车；
    若第一路程小于或等于第二路程，则所述列车制动在正线上的位置到列车运行前方最近站台之间不存在同向运营的前车。
  6. 根据权利要求1至5中任一项所述的方法，其特征在于，所述向所述前车发起虚拟连挂申请，以将所述列车与所述前车连挂组成虚拟编组列车，包括：
    向所述前车发起虚拟连挂申请后，由所述前车判断是否满足虚拟连挂要求，并在满足虚拟连挂要求的情况下由所述前车向控制中心发起虚拟连挂请求；
    响应所述控制中心的虚拟连挂确认信息，将所述列车与所述前车连挂组成虚拟编组列车；其中，所述前车根据前车包络信息、前车与所述列车之间的距离及所述列车的包络信息计算该虚拟编组列车的包络信息，并按照该虚拟编组列车的包络信息向控制中心汇报所述列车的列车位置，同时与虚拟编组列车的前车和后车通信；
    所述虚拟编组列车中的前车周期性的与所述列车分享控制信息；
    所述控制信息包括：牵引制动指令、前进后退指令及控车级位信息。
  7. 一种基于车车通信的降级列车紧急救援装置，其特征在于，包括：
    存储器：用于存储计算机程序；
    处理器：用于执行所述计算机程序，以实现以下步骤：
    获取列车与地面系统及列车与前车和后车的通信专有网络通信状态；
    根据所述通信状态判断所述列车的通信专有网络是否发生故障；
    若确定所述通信专有网络故障，重启所述列车的车载专有网络交换机；
    判断所述车载专有网络交换机重启后所述通信专有网络是否恢复；
    若确定所述车载专有网络未恢复，启用所述列车的车载公有网络交换机，建立所述列车与前车和后车间的公有网络通信；
    通过所述公有网络执行紧急救援操作。
  8. 根据权利要求7所述的装置，其特征在于，所述建立所述列车与前车和后车间的公有网络通信，包括：
    通过所述列车历史保存的前车和后车信息呼叫所述列车的前车和后车，建立所述列车与前车和后车间的公有网络通信。
  9. 根据权利要求7或8所述的装置，其特征在于，通过所述公有网络执行紧急救援操作，包括：
    将所述列车自车的故障信息传输到前车和后车，请求前车和后车通过所述前车和后车的通信专有网络向控制中心上报所述列车的故障信息；
    所述故障信息包括：所述列车制动在正线上的位置信息和所述列车的 通信专有网络故障信息。
  10. 根据权利要求7至9中任一项所述的装置，其特征在于，通过所述列车的通信公有网络执行紧急救援操作，包括：
    根据所述列车制动在正线上的位置信息和所述列车的车载系统中存储的电子地图，搜索列车运行前方最近站台的位置；
    根据所述通信专有网络通信中断前所述列车最后一次获取到的前车位置，判断所述列车制动在正线上的位置到列车运行前方最近站台之间是否存在同向运营的前车：
    若存在，判断所述前车与所述列车之间的距离是否满足虚拟挂靠条件；若满足，则向所述前车发起虚拟连挂申请，以将所述列车与所述前车连挂组成虚拟编组列车，并在该虚拟编组列车行驶至前方最近站台后解除连挂；若不满足，则开启所述列车的雷达探测器，并控制所述列车限速运行至前方最近站台；
    若不存在，则开启所述列车的雷达探测器，并控制所述列车限速运行至前方最近站台。
  11. 一种机器可读存储介质，该机器可读存储介质上存储有指令，该指令用于使得机器执行权利要求1至6中任一项所述的基于车车通信的降级列车紧急救援方法。
PCT/CN2022/112013 2021-08-13 2022-08-12 基于车车通信的降级列车紧急救援方法及装置 WO2023016542A1 (zh)

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