WO2024125212A1 - Procédé et appareil de protection pour déraillement entre des gestionnaires de ressources de côté de voie adjacents, dispositif et support - Google Patents

Procédé et appareil de protection pour déraillement entre des gestionnaires de ressources de côté de voie adjacents, dispositif et support Download PDF

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Publication number
WO2024125212A1
WO2024125212A1 PCT/CN2023/132492 CN2023132492W WO2024125212A1 WO 2024125212 A1 WO2024125212 A1 WO 2024125212A1 CN 2023132492 W CN2023132492 W CN 2023132492W WO 2024125212 A1 WO2024125212 A1 WO 2024125212A1
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WO
WIPO (PCT)
Prior art keywords
derailment
trackside
resource manager
turnout
adjacent
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Application number
PCT/CN2023/132492
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English (en)
Chinese (zh)
Inventor
陆怡然
徐海贵
高�豪
冯玮
王磊
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卡斯柯信号有限公司
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Application filed by 卡斯柯信号有限公司 filed Critical 卡斯柯信号有限公司
Publication of WO2024125212A1 publication Critical patent/WO2024125212A1/fr

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Classifications

    • 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
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • 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
    • 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
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/047—Track or rail movements

Definitions

  • the invention relates to a train signal control system, and in particular to a derailment protection method, device, equipment and medium between adjacent trackside resource managers used in a TACS system.
  • the TACS system adopts a distributed resource management method of parallel autonomous computing of multiple trains.
  • the train management subsystem autonomously plans the demand for trackside resources based on the train operation tasks issued by the dispatching management subsystem.
  • the process of controlling the automatic operation of the train it selects the opportunity to apply for resources from the trackside resource manager based on the train operation status and planned operation curve, and uses and releases resources after obtaining allocation. Thanks to the detailed management of resources, this resource management method of on-demand application and on-demand use enables the TACS system to make more efficient use of resources on the line under high traffic density to improve the operation efficiency of the system.
  • train T1 is scheduled to go to the reverse position of P1 turnout, but because turnout P1 is not close, train T1 derails at turnout P1 and breaks into the positioning track of the turnout, and finally stops in the control area of trackside resource manager 2. Since train T1 only applies for resources in its control area to trackside resource manager 1 on demand during operation, trackside resource manager 2 cannot obtain the derailment information of train T1.
  • Train T2 also only applies for resources in its control area to trackside resource manager 2 on demand, and train T2 cannot obtain the information that train T1 derailed in trackside resource manager 1. In this case, train T2 will not be able to immediately obtain the derailment information of the train that may collide with it, and then cannot stop immediately for protection, thereby expanding the possibility of collision between trains and the degree of collision hazard.
  • the purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a derailment protection method, device, equipment and medium between adjacent trackside resource managers.
  • a derailment protection method between adjacent trackside resource managers comprising the following steps:
  • Step S1 the trackside resource manager forms a list of derailment impact sources
  • Step S2 the trackside resource manager periodically sends the derailment status of the turnout to the adjacent trackside resource manager according to the correspondence between the turnout and the adjacent trackside management subsystem in the derailment influence source list;
  • Step S3 the trackside resource manager periodically applies for and receives the turnout derailment status from the adjacent trackside resource manager according to the correspondence between the turnout and the adjacent trackside management subsystem in the derailment influence source list;
  • Step S4 when the trackside resource manager receives the turnout authorization application from the onboard controller or the trackside train manager, it applies to the corresponding adjacent trackside resource manager in the derailment impact list for permission to use the turnout;
  • Step S5 when the trackside resource manager receives the turnout use permission application from the adjacent trackside resource manager, the trackside resource manager replies with the use permission confirmation information to the adjacent trackside resource manager;
  • Step S6 The trackside resource manager may authorize the onboard controller or the trackside train manager to use the turnout if one of the set conditions is met.
  • the derailment impact source list in the control area is specifically formed as follows:
  • the trackside resource manager calculates the influence range of all turnouts in its control area, and calculates a list of adjacent trackside management subsystems that intersect with the track area covered by the influence range, and establishes a corresponding relationship between the adjacent trackside management subsystems and the turnouts in the list to form a derailment influence list in the control area.
  • the impact range is the track area covered by the train with the switch as the starting point and extending in the direction of all tracks connected to the switch, considering the parking position of the train after emergency braking in the most unfavorable situation as the end point, where the most unfavorable situation includes the train being at the highest speed and or the line being downhill with the maximum slope.
  • the derailment impact source list in the non-controlled area is specifically formed as follows:
  • the trackside resource manager calculates the influence range of all turnouts in non-controlled areas, and calculates the list of adjacent trackside management subsystems to which the turnout belongs when the track area covered by the influence range intersects with itself, and establishes the corresponding relationship between the adjacent trackside management subsystems and the turnouts in the list, forming a list of derailment influence sources in non-controlled areas. surface.
  • the impact range is the track area covered by the train with the switch as the starting point and extending in the direction of all tracks connected to the switch, considering the parking position of the train after emergency braking in the most unfavorable situation as the end point, where the most unfavorable situation includes the train being at the highest speed and or the line being downhill with the maximum slope.
  • the step S6 setting conditions includes:
  • Condition 1 The trackside resource manager has received the use permission confirmation information of the corresponding adjacent trackside resource manager in the derailment impact source list, and the information is within the validity period;
  • Condition 2 the adjacent trackside resource manager corresponding to the turnout in the derailment impact source list is already in manual management status.
  • a derailment protection device between adjacent trackside resource managers comprising:
  • a derailment impact source list forming module is used by the trackside resource manager to form a derailment impact source list
  • a turnout derailment status sending module is used for the trackside resource manager to periodically send the turnout derailment status to the adjacent trackside resource manager according to the corresponding relationship between the turnout and the adjacent trackside management subsystem in the derailment impact source list;
  • a turnout derailment status application and receiving module is used for the trackside resource manager to periodically apply for and receive the turnout derailment status from the adjacent trackside resource manager according to the corresponding relationship between the turnout and the adjacent trackside management subsystem in the derailment impact source list;
  • a turnout use permission application module is used for the trackside resource manager to apply for turnout use permission from the corresponding adjacent trackside resource manager in the derailment impact list when receiving a turnout authorization application from the on-board controller or the trackside train manager;
  • a use permission confirmation module is used for the trackside resource manager to reply the use permission confirmation information to the adjacent trackside resource manager when receiving the turnout use permission application from the adjacent trackside resource manager;
  • the authorization module is used for the trackside resource manager to authorize the on-board controller or trackside train manager to use the turnout when one of the set conditions is met.
  • the derailment influence source list of the derailment influence source list forming module includes a derailment influence source list in a controlled area and a derailment influence source list in a non-controlled area.
  • the derailment impact source list in the control area is specifically formed as follows:
  • the trackside resource manager calculates the influence range of all turnouts in its control area, and calculates a list of adjacent trackside management subsystems that intersect with the track area covered by the influence range, and establishes a corresponding relationship between the adjacent trackside management subsystems and the turnouts in the list to form a derailment influence list in the control area.
  • the impact range is the track area covered by the train with the switch as the starting point and extending in the direction of all tracks connected to the switch, considering the parking position of the train after emergency braking in the most unfavorable situation as the end point, where the most unfavorable situation includes the train being at the highest speed and or the line being downhill with the maximum slope.
  • the derailment impact source list in the non-controlled area is specifically formed as follows:
  • the trackside resource manager calculates the influence range of all turnouts in non-control areas, and calculates the list of adjacent trackside management subsystems to which the turnout belongs when the track area covered by the influence range intersects with itself, and establishes the corresponding relationship between the adjacent trackside management subsystems and the turnouts in the list to form a list of derailment influence sources in non-control areas.
  • the impact range is the track area covered by the train with the switch as the starting point and extending in the direction of all tracks connected to the switch, considering the parking position of the train after emergency braking in the most unfavorable situation as the end point, where the most unfavorable situation includes the train being at the highest speed and or the line being downhill with the maximum slope.
  • the setting conditions in the authorization module include:
  • Condition 1 The trackside resource manager has received the use permission confirmation information of the corresponding adjacent trackside resource manager in the derailment impact source list, and the information is within the validity period;
  • Condition 2 the adjacent trackside resource manager corresponding to the turnout in the derailment impact source list is already in manual management status.
  • an electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, and the method described above is implemented when the processor executes the program.
  • a computer-readable storage medium having a computer program stored thereon, wherein the program implements the method described when executed by a processor.
  • the present invention has the following advantages:
  • the derailment protection technology proposed in the present invention can guide the adjacent trackside resource managers to the safe side at a faster speed when a derailment event may cause harm to the adjacent control area, thereby reducing the possibility and degree of harm of collision between trains and improving the safety of the TACS system.
  • the present invention utilizes a small amount of interface information interaction to realize the necessary safety protection function of the TACS system, simplifies the interface between trackside resource managers, and improves the reliability of the system.
  • the derailment protection technology proposed in the present invention can authorize adjacent trackside resource managers to use turnouts by manual management in the event of a trackside resource manager failure or communication failure, thereby improving the availability of the TACS system under failure.
  • Figure 1 is a diagram of a derailment hazard scenario between adjacent trackside resource managers in a TACS system
  • FIG. 2 is a diagram of the TACS system architecture
  • FIG3 is a schematic diagram of the trackside resource manager calculating the derailment impact range
  • Figure 4 is a schematic diagram of a train applying for turnout resources from WRC
  • Figure 5 is a schematic diagram of a train releasing turnout resources to WRC
  • Figure 6 is a schematic diagram b of a train applying for turnout resources from WRC;
  • Figure 7 is a schematic diagram b of a train releasing turnout resources to WRC;
  • FIG8 is a specific flow chart of the method of the present invention.
  • FIG. 9 is a schematic diagram of the structure of the device of the present invention.
  • the derailment protection method proposed in the present invention enables adjacent trackside resource managers to be guided to a safe side at a faster speed when a derailment event may cause harm to adjacent control areas, thereby reducing the possibility and degree of harm of collision between trains and improving the safety of the TACS system.
  • the present invention provides a derailment protection method between adjacent trackside resource managers, the method comprising the following steps:
  • Step S1 the trackside resource manager forms a list of derailment impact sources
  • Step S2 the trackside resource manager periodically sends the derailment status of the turnout to the adjacent trackside resource manager according to the correspondence between the turnout and the adjacent trackside management subsystem in the derailment influence source list;
  • Step S3 the trackside resource manager periodically applies for and receives the turnout derailment status from the adjacent trackside resource manager according to the correspondence between the turnout and the adjacent trackside management subsystem in the derailment influence source list;
  • Step S4 when the trackside resource manager receives the turnout authorization application from the onboard controller or the trackside train manager, it applies to the corresponding adjacent trackside resource manager in the derailment impact list for permission to use the turnout;
  • Step S5 when the trackside resource manager receives the turnout use permission application from the adjacent trackside resource manager, the trackside resource manager replies with the use permission confirmation information to the adjacent trackside resource manager;
  • Step S6 The trackside resource manager may authorize the onboard controller or the trackside train manager to use the turnout if one of the set conditions is met.
  • the train autonomous operation system based on vehicle-to-vehicle communication mainly includes the trackside resource manager WRC, the trackside train manager WTC, the target controller OC, the train automatic monitoring system ATS, the onboard controller CC, the backup positioning system BLS, and the transponder.
  • the derailment protection methods for the TACS system are as follows:
  • WRC1 calculates that the influence range of turnout P1 intersects with the adjacent WRC2, and WRC1 puts WRC2 into the derailment influence list and corresponds to turnout P1;
  • WRC2 calculates that the influence range of turnout P1 intersects with WRC2, and WRC2 puts WRC1 into the derailment influence source list and corresponds to turnout P1;
  • WRC1 periodically sends the derailment event status of P1 turnout to WRC2;
  • WRC2 periodically applies to WRC1 for and receives the derailment event status of the P1 turnout;
  • CCA sends a request for relevant resources from the current location to station S1 to WRC1 according to the task assigned by ATS;
  • WRC1 applies to WRC2 for permission to use P1;
  • WRC2 receives the application for P1 turnout use permission from WRC1 and immediately replies to WRC1 with a confirmation message of the use permission;
  • WRC1 receives the P1 turnout use permission confirmation information from WRC2, and authorizes CCA to use other resources requested by CCA to platform S1, as shown in Figure 5, and train A runs to platform S1;
  • CCA releases the P1 turnout resource to WRC1. After receiving the P1 release information, it stops applying for P1 use permission from WRC2;
  • CCA sends a message from station S1 to WRC1 according to the task assigned by ATS.
  • WRC1 applies to WRC2 for permission to use P1;
  • WRC2 fails and cannot reply to WRC1 for permission to use confirmation information, and WRC1 cannot authorize CCA to use the P1 turnout;
  • WRC2 enters the manual management mode, and OC sends the information that WRC2 has entered the manual management state to WRC1;
  • WRC1 authorizes CCA to use other resources requested by CCA to platform S1, as shown in FIG. 7, train A runs to platform S2;
  • a derailment protection device between adjacent trackside resource managers includes:
  • a derailment influence source list forming module 100 is used by a trackside resource manager to form a derailment influence source list
  • the turnout derailment status sending module 200 is used for the trackside resource manager to periodically send the turnout derailment status to the adjacent trackside resource manager according to the corresponding relationship between the turnout and the adjacent trackside management subsystem in the derailment influence source list;
  • the turnout derailment status application receiving module 300 is used for the trackside resource manager to periodically apply for and receive the turnout derailment status from the adjacent trackside resource manager according to the corresponding relationship between the turnout and the adjacent trackside management subsystem in the derailment influence source list;
  • the turnout use permission application module 400 is used for the trackside resource manager to apply for turnout use permission from the corresponding adjacent trackside resource manager in the derailment impact list upon receiving the turnout authorization application from the onboard controller or the trackside train manager;
  • the use permission confirmation module 500 is used for the trackside resource manager to reply the use permission confirmation information to the adjacent trackside resource manager when receiving the turnout use permission application from the adjacent trackside resource manager;
  • the authorization module 600 is used for the trackside resource manager to authorize the on-board controller or the trackside train manager to use the turnout when one of the set conditions is met.
  • the derailment influence source list of the derailment influence source list forming module includes a derailment influence source list in a controlled area and a derailment influence source list in a non-controlled area.
  • the list of derailment impact sources in the control area is specifically formed as follows:
  • the Trackside Resource Manager calculates the influence range of all turnouts in its control area and calculates the influence range of all turnouts in its control area.
  • a list of adjacent trackside management subsystems that have intersections in the covered track area is drawn up, and a correspondence between adjacent trackside management subsystems and turnouts is established in the list to form a list of derailment impacts in the control area.
  • the list of derailment impact sources in the non-controlled area is specifically formed as follows:
  • the trackside resource manager calculates the influence range of all turnouts in non-control areas, and calculates the list of adjacent trackside management subsystems to which the turnout belongs when the track area covered by the influence range intersects with itself, and establishes the corresponding relationship between the adjacent trackside management subsystems and the turnouts in the list to form a list of derailment influence sources in non-control areas.
  • the impact range is the track area covered by the train with the switch as the starting point and extending in the direction of all tracks connected to the switch, taking the parking position of the train after emergency braking in the most unfavorable situation as the end point, where the most unfavorable situation includes the train being at the highest speed and/or the line being downhill with the maximum slope.
  • the setting conditions in the authorization module include:
  • Condition 1 The trackside resource manager has received the use permission confirmation information of the corresponding adjacent trackside resource manager in the derailment impact source list, and the information is within the validity period;
  • Condition 2 the adjacent trackside resource manager corresponding to the turnout in the derailment impact source list is already in manual management status.
  • the electronic device of the present invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored.
  • the CPU, ROM and RAM are connected to each other via a bus.
  • An input/output (I/O) interface is 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 disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc.
  • the communication unit allows the device to exchange information/data with other devices through computer networks such as the Internet and/or various telecommunication networks.
  • methods S1 to S6 may be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit.
  • part or all of the computer program may be loaded and/or installed on the device via the ROM and/or the communication unit.
  • the CPU may be configured to execute methods S1 to S6 in any other appropriate manner (eg, by means of firmware).
  • exemplary types of hardware logic components include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip (SOCs), complex programmable logic devices (CPLDs), and the like.
  • FPGAs field programmable gate arrays
  • ASICs application specific integrated circuits
  • ASSPs application specific standard products
  • SOCs systems on chip
  • CPLDs complex programmable logic devices
  • the program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions/operations specified in the flow chart and/or block diagram to be implemented.
  • the program code can be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.
  • a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or apparatus.
  • a machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium.
  • a machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or device, or any suitable combination of the foregoing.
  • machine-readable storage media may include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.
  • RAM random access memories
  • ROM read-only memories
  • EPROM or flash memory erasable programmable read-only memories
  • CD-ROM compact disk read-only memories
  • magnetic storage devices magnetic storage devices

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

La présente invention concerne un procédé de protection pour un déraillement entre des gestionnaires de ressources de côté de voie adjacents, comprenant les étapes consistant à : S1, former une liste de sources affectant le déraillement (S101) ; S2, envoyer périodiquement un état de déraillement de branchement à un gestionnaire de ressources de côté de voie adjacent (S102) ; S3, demander et recevoir périodiquement l'état de déraillement de branchement en provenance du gestionnaire de ressources de côté de voie adjacent (S103) ; S4, lorsqu'une demande d'autorisation de branchement d'un dispositif de commande embarqué ou d'un gestionnaire de train de côté de voie est reçue, demander une autorisation d'utilisation de branchement en provenance du gestionnaire de ressources de côté de voie adjacent correspondant dans la liste de sources affectant le déraillement (S104) ; S5, lorsqu'une demande d'autorisation d'utilisation de branchement est reçue en provenance du gestionnaire de ressources de côté de voie adjacent, répondre au gestionnaire de ressources de côté de voie adjacent avec des informations de confirmation d'autorisation d'utilisation (S105) ; et S6, lors de la satisfaction de l'une des conditions définies, autoriser, par le gestionnaire de ressources de côté de voie, le dispositif de commande embarqué ou le gestionnaire de train de côté de voie à utiliser le branchement (S106). La présente invention réduit la possibilité de collision entre des trains et le degré de dommages. La présente invention concerne également un appareil de protection pour déraillement entre des gestionnaires de ressources de côté de voie adjacents, un dispositif et un support.
PCT/CN2023/132492 2022-12-14 2023-11-20 Procédé et appareil de protection pour déraillement entre des gestionnaires de ressources de côté de voie adjacents, dispositif et support WO2024125212A1 (fr)

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CN202211611455.8A CN116443082B (zh) 2022-12-14 2022-12-14 相邻轨旁资源管理器间脱轨防护方法、装置、设备及介质

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CN116890892A (zh) * 2023-09-11 2023-10-17 湖南中车时代通信信号有限公司 基于tacs系统的列车安全防护控制方法、装置及介质

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CN113044082A (zh) * 2021-04-16 2021-06-29 卡斯柯信号有限公司 一种用于tacs系统的资源管理方法
CN113320575B (zh) * 2021-05-19 2022-07-15 卡斯柯信号有限公司 支持后备控车模式和人工故障处理方式的tacs系统
CN113335350B (zh) * 2021-05-31 2023-06-16 浙江众合科技股份有限公司 一种互联互通共线与跨线运行的列车自主运行系统
CN113335346B (zh) * 2021-06-07 2022-08-09 卡斯柯信号有限公司 一种基于车车通信列控系统的试车方法
CN114261433B (zh) * 2021-12-07 2023-11-14 浙江众合科技股份有限公司 一种多功能的资源目标控制器
CN114275015B (zh) * 2021-12-13 2023-08-29 卡斯柯信号有限公司 一种基于资源管理的列车控制系统及控制方法

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