MANAGEMENT METHOD, DEVICE, AND MEDIUM FOR PUSHING RESCUE TRAIN IN ZONE CONTROLLER

Abstract

 The present invention relates to a pushing rescue train management method in a zone controller (ZC), a device, and a medium. The method includes the following steps: step A: activating a train rescue zone in the ZC; step B: updating, by the ZC, "automatic rescue train protection" to a going-to-rescue state; step C: calculating, by the ZC, going-to-rescue movement authority (MA) for the "automatic rescue train protection" in the going-to-rescue state to "automatic rescued train protection"; step D: updating, by the ZC, the "automatic rescue train protection" to a performing-rescue state; and step E: calculating, by the ZC, pushing rescue MA for the "automatic rescue train protection". Compared with the prior art, the present invention has advantages of a highly abstract processing mechanism, applicability to various train rescue scenarios, and the like.

Description

FIELD OF TECHNOLOGY

[0001] The present invention relates to a train signal control system, and in particular to a pushing rescue train management method in a zone controller (ZC) based on "automatic train protection", a device, and a medium.

BACKGROUND

[0002] Train coupling rescue is a common method used in rail transit lines for rescuing faulty trains and restoring normal operation. Commonly used train coupling rescue methods include "pulling" rescue in which a rescue train pulls a rescued train from the rear of the rescue train and "pushing" rescue in which a rescue train pushes a rescued train from the front of the rescue train. The rescue train moves, by pulling/pushing, the rescued train to a platform or other passenger evacuation zones to clear passengers. In rail lines in a CBTC (Communication-Based Train Control) operation mode, a zone controller (ZC) can track a position of a coupled rescue train, making it relatively easy to implement the "pulling" train rescue. However, there is currently no mature solution for the "pushing" train rescue. During actual train rescue, the following issues are often encountered:

1. The system can provide only effective safety protection for the "pulling" train rescue. More efficient "pushing" train rescue used in many train rescue scenarios needs to be converted into the "pulling" train rescue through specific rescue procedures, which reduces the efficiency of train rescue and increases the complexity of the rescue procedures.

2. When the "pushing" train rescue is required, rescue safety needs to be entirely ensured by manual intervention. Because a driver's cabin of the rescue train cannot clearly view a line ahead, personnel need to be stationed both on the rescued train and the rescue train for line observation and lookout. This increases the safety risks of the train rescue and reduces the efficiency of train rescue.

[0003] Through retrieval, the Chinese patent publication No. CN115923881A discloses a train fault rescue management method for a TACS system, a device, and a medium. The method specifically involves treating a faulty train and a rescue train as two separately controlled train units during faulty train rescue. An automatic train supervision (ATS) system issues tasks for the two separate controlled units separately, and an onboard controller (CC) or wayside train controller (WSTC) actively requests resources based on the tasks provided by the ATS. However, this method still only applies to the "pulling" train rescue. Therefore, a key technical problem to be solved for the existing "pushing" train rescue is how to prevent a safety risk caused by completely relying on manual intervention for safety protection.

SUMMARY

[0004] The present invention provides a pushing rescue train management method in a zone controller that has a highly abstract processing mechanism and applies to various train rescue scenarios, and the like, a device, and a medium to overcome the above defects in the prior art.

[0005] The purpose of the present invention is achieved using the following technical solutions:

[0006] According to a first aspect of the present invention, a pushing rescue train management method in a zone controller is provided, where the method includes the following steps:

step A: activating a train rescue zone in the ZC;

step B: updating, by the ZC, "automatic rescue train protection" to a going-to-rescue state;

step C: calculating, by the ZC, going-to-rescue movement authority (MA) for the "automatic rescue train protection" in the going-to-rescue state to "automatic rescued train protection";

step D: updating, by the ZC, the "automatic rescue train protection" to a performing-rescue state; and

step E: calculating, by the ZC, pushing rescue MA for the "automatic rescue train protection".

[0007] In a preferred technical solution, the activating a train rescue zone in the ZC in step A is used to complete pushing rescue by the "automatic rescue train protection" for the "automatic rescued train protection".

[0008] In a preferred technical solution, an activated train rescue zone in step A needs to include a section of a train corresponding to the "automatic rescued train protection".

[0009] In a preferred technical solution, in step A, the ZC calculates restrictive MA for all non-rescue "automatic train protection" that intersects with the activated train rescue zone, to prevent the non-rescue "automatic train protection" outside the activated train rescue zone from entering the activated train rescue zone.

[0010] In a preferred technical solution, in step B, the ZC sets the "automatic rescue train protection" to the going-to-rescue state based on the going-to-rescue state of a rescue train corresponding to the "automatic rescue train protection".

[0011] In a preferred technical solution, in step B, the ZC calculates permissive MA in an activated train rescue zone for the "automatic rescue train protection" in the going-to-rescue state that intersects with the activated train rescue zone; and
the ZC calculates permissive MA for entering the activated train rescue zone for the "automatic rescue train protection" in the going-to-rescue state outside the activated train rescue zone.

[0012] In a preferred technical solution, in step C, the ZC calculates going-to-rescue MA for the "automatic rescue train protection" in the going-to-rescue state to perform coupling rescue on the "automatic rescued train protection", where the going-to-rescue MA includes going-to-rescue collision-allowable MA and a going-to-rescue collision-allowable speed.

[0013] In a preferred technical solution, in step C, going-to-rescue MA calculated by the ZC for the "automatic rescue train protection" in the going-to-rescue state includes a going-to-rescue coupling deceleration point and a going-to-rescue coupling safety limit point.

[0014] In a preferred technical solution, when a rescued train corresponding to the "automatic rescued train protection" is a communication-positioned train, the ZC calculates the going-to-rescue coupling deceleration point for the "automatic rescue train protection" in the going-to-rescue state in consideration of a positioning error of the rescued train corresponding to the "automatic rescued train protection".

[0015] In a preferred technical solution, when a rescued train corresponding to the "automatic rescued train protection" is a non-communication train or a position-lost train, the ZC calculates the going-to-rescue coupling deceleration point for the "automatic rescue train protection" in the going-to-rescue state in consideration of an occupied state of a secondary detection device and a hanging distance of the rescued train in a zone in which the "automatic rescued train protection" is located, where the secondary detection device is an axle counter or a track circuit.

[0016] In a preferred technical solution, in step C, the ZC calculates restrictive MA for the "automatic rescue train protection" in the going-to-rescue state with a head in a non-coupled state.

[0017] In a preferred technical solution, in step D, the ZC sets the "automatic rescue train protection" to the performing-rescue state based on the performing-rescue state of a rescue train corresponding to the "automatic rescue train protection".

[0018] In a preferred technical solution, in step D, the ZC calculates permiasive pushing rescue MA for the "automatic rescue train protection" in the performing-rescue state with a head in a non-coupled state in an activated train rescue zone.

[0019] In a preferred technical solution, in step E, the effective pushing rescue MA calculated by the ZC for the "automatic rescue train protection" in the performing-rescue state with a head in a non-coupled state in an activated train rescue zone is not beyond the activated train rescue zone.

[0020] In a preferred technical solution, in step E, if an identity of the rescued train corresponding to the "automatic rescued train protection" is determined, the ZC calculates a starting point of pushing rescue MA for the "automatic rescue train protection" minimum head coordinates of the rescue train corresponding to the "automatic rescue train protection" with the length of the rescued in front.

[0021] In a preferred technical solution, in step E, if an identity of the rescued train corresponding to the "automatic rescued train protection" is unknown, the ZC calculates a starting point of pushing rescue MA for the "automatic rescue train protection" as minimum head coordinates of the rescue train corresponding to the "automatic rescue train protection" with a default length of the rescued train in front, where the length of a longest rescued train in a line is considered for the default length of the rescued train.

[0022] According a second technical aspect of the present invention, an electronic device is provided, including a memory and a processor, where a computer program is stored in the memory, and when the processor executes the program, the above method is implemented.

[0023] According to a third aspect of the present invention, a computer-readable storage medium that stores a computer program is provided, and when the program is executed by a processor, the above method is implemented.

[0024] Compared with the conventional technologies, the present invention has the following advantages.

1. In the present invention, train coupling and pushing rescue with system safety protection can be implemented. The going-to-rescue MA is calculated for the "automatic rescue train protection" in the activated rescue zone, so that rescue coupling is completed between the "automatic rescue train protection" and the "automatic rescued train protection", and permissive pushing rescue MA for the "automatic rescued train protection" is considered for calculating the "automatic rescue train protection" for completing the rescue coupling. Therefore, safety protection functions of the "automatic rescue train protection" and the "automatic rescued train protection" are implemented, and a safety risk caused by safety protection completely relying on Staff for pushing rescue is prevented, thereby improving the efficiency of coupling rescue.

2. The present invention is provided with a highly abstract processing mechanism, in which the rescue train and the rescued train are abstracted as "automatic train protection", and different types of MA of the "automatic train protection" are calculated in the activated rescue zone, to implement description and protection of a coupling and pushing rescue process, which unifies processing of the rescue train and the rescued train in the ZC, simplifies a coupling and pushing rescue processing flow, and improves the system processing efficiency.

BRIEF DESCRIPTION OF THE DRAWINGS

[0025] 

FIG 1 is a schematic diagram in which a ZC calculates MA for non-rescue "automatic train protection" that intersects with an activated train rescue zone and non-rescue "automatic train protection" outside the activated train rescue zone;

FIG 2 is a schematic diagram in which the ZC calculates MA for "automatic rescue train protection" in a going-to-rescue state that intersects with the activated train rescue zone and "automatic rescue train protection" in the going-to-rescue state outside the activated train rescue zone;

FIG 3 is a schematic diagram in which the ZC calculates going-to-rescue MA for "automatic rescue train protection" in the going-to-rescue state;

FIG 4 is a schematic diagram in which the ZC calculates effective pushing rescue MA for "automatic rescue train protection" in a performing-rescue state with a head in a non-coupled state in the activated train rescue zone; and

FIG 5 is a schematic diagram of a pushing rescue train management flow in the ZC according to the present invention.

DESCRIPTION OF THE EMBODIMENTS

[0026] Technical solutions in embodiments of the present invention are clearly and completely described below with reference to accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are merely some rather than all of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort shall fall within the protection scope of the present invention.

[0027] The present invention provides a coupling and pushing rescue train management method in a zone controller (ZC) based on "automatic train protection". A zone for performing train coupling and pushing rescue is abstracted as an activated train rescue zone, and the train coupling and pushing rescue is abstracted as calculation of different types of MA about "automatic train protection", so that differences between different line conditions and between different train types are shielded, and a processing mechanism for and a flow of the train coupling and pushing rescue within the ZC is unified, thereby achieving the function of the train coupling and pushing rescue.

[0028] As shown in FIG 5, the method in the present invention specifically includes the following steps.

[0029] As shown in FIG 1, step F1001: the activated train rescue zone in the ZC needs to include a section of a train corresponding to "automatic rescued train protection"; the ZC calculates ineffective MA for all non-rescue "automatic train protection" intersecting with the activated train rescue zone. This ensures that, within the activated train rescue zone, only a train in a going-to-rescue state or performing-rescue state, corresponding to "automatic rescue train protection", can be authorized to run; and the ZC calculates MA for non-rescue "automatic train protection" outside the activated train rescue zone to a boundary of the activated train rescue zone, to prevent the non-rescue "automatic train protection" outside the activated train rescue zone from entering the activated train rescue zone.

[0030] As shown in FIG. 2, step F1002: the ZC sets the "automatic rescue train protection" to the going-to-rescue state based on the going-to-rescue state of a rescue train corresponding to the "automatic rescue train protection", and controls the "automatic rescue train protection" to safely approach "automatic rescued train protection" within the activated train rescue zone. The ZC calculates effective MA in the activated train rescue zone for the "automatic rescue train protection" in the going-to-rescue state that intersects with the activated train rescue zone. The ZC also calculates effective MA for entering the activated train rescue zone for the "automatic rescue train protection" in the going-to-rescue state outside the activated train rescue zone.

[0031] Step F1003: the ZC calculates going-to-rescue MA for the "automatic rescue train protection" in the going-to-rescue state to "automatic rescued train protection", which is used to safely control rescue coupling between the "automatic rescue train protection" and the "automatic rescued train protection". The going-to-rescue MA calculated by the ZC for the "automatic rescue train protection" in the going-to-rescue state includes two parts: going-to-rescue collision-allowable MA and going-to-rescue collision-allowable speed. The going-to-rescue collision-allowable speed needs to be greater than a minimum collision speed of a coupling hook required for completing rescue coupling between a train corresponding to the "automatic rescue train protection" and a train corresponding to the "automatic rescued train protection". In addition, the going-to-rescue collision-allowable speed needs to be less than a maximum collision speed of a coupling hook between the train corresponding to the "automatic rescue train protection" and the train corresponding to the "automatic rescued train protection".

[0032] As shown in FIG 3, the going-to-rescue MA calculated by the ZC for the "automatic rescue train protection" in the going-to-rescue state includes a going-to-rescue coupling deceleration point and a going-to-rescue coupling safety limit point. The going-to-rescue coupling safety limit point is a limit point that the "automatic rescue train protection" cannot exceed. The going-to-rescue coupling deceleration point is a coordinate point at which the "automatic rescue train protection" needs to decelerate to the going-to-rescue collision-allowable speed while approaching to the "automatic rescued train protection". When a rescued train corresponding to the "automatic rescued train protection" is a communication-positioned train, the going-to-rescue coupling deceleration point needs to be set as an internal confidence coordinate point of the rescued train corresponding to the "automatic rescued train protection" with a positioning distance error of the rescued train corresponding to the "automatic rescued train protection" in front. When the rescued train corresponding to the "automatic rescued train protection" is a non-communication train or a position-lost train, the going-to-rescue coupling deceleration point is set as a boundary point of a first clearing section in a direction approaching the "automatic rescue train protection" within the "automatic rescued train protection" with a hanging distance of the rescued train in front. The hanging distance of the rescued train is a distance from an axle in an occupied state through safety detection by a secondary detection device (axle counter or track circuit), on the outermost side of the rescued train to an outer end surface of the train at an end. When rescue coupling between the train corresponding to the "automatic rescue train protection" and the train corresponding to the "automatic rescued train protection" is completed, the ZC calculates ineffective MA for the "automatic rescue train protection" in the going-to-rescue state with a head in a non-coupled state, to prevent the train corresponding to the "automatic rescue train protection" from movement.

[0033] Step F1004: the ZC sets the "automatic rescue train protection" to a performing-rescue state based on a performing-rescue state of the rescue train corresponding to the "automatic rescue train protection", and the ZC calculates effective pushing rescue MA for the "automatic rescue train protection" in the performing-rescue state with a head in a non-coupled state in the activated train rescue zone.

[0034] As shown in FIG. 4, step F1005: the effective pushing rescue MA calculated by the ZC for "automatic rescue train protection" in the performing-rescue state with the head in the non-coupled state in the activated train rescue zone cannot be beyond the activated train rescue zone. If an identity of the rescued train corresponding to the "automatic rescued train protection" is determined, the ZC calculates a starting point of pushing rescue MA for the "automatic rescue train protection" as minimum head coordinates of the rescue train corresponding to the "automatic rescue train protection" with the length of the rescued train in front. If an identity of the rescued train corresponding to the "automatic rescued train protection" is unknown, the ZC calculates a starting point of pushing rescue MA for the "automatic rescue train protection" as minimum head coordinates of the rescue train corresponding to the "automatic rescue train protection" with a default length of the rescued train in front. The length of a longest rescued train in a line is considered for the default length of the rescued train.

[0035] The above is an introduction to the method embodiment. The following further describes the solution described in the present invention through embodiments of an electronic device and a storage medium.

[0036] The electronic device in the present invention includes a central processing unit (CPU), which can perform various proper actions and processing based on computer program instructions stored in a read-only memory (ROM) or computer program instructions loaded from a storage unit to a random access memory (RAM). The RAM also stores various programs and data that are necessary for device operation. 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.

[0037] Several components in the device are connected to the I/O interface, including: input units, such as a keyboard, a mouse, and the like; output units, such as various monitors, speakers, and the like; storage units, such as a disk, an optical disc, and the like; and communication units, such as a network card, a modem, a wireless communication transceiver, and the like. 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.

[0038] The processing unit performs the methods and processing described above, such as the method F1001-F1005. For example, in some embodiments, method F1001-F1005 may be implemented as computer software programs that are tangibly included in a machine-readable medium, such as a storage unit. In some embodiments, some or all of the computer programs may be loaded and/or installed onto the device via the ROM and/or communication unit. When the computer programs are loaded into the RAM and executed by the CPU, one or more of the steps of method F1001-F1005 described above can be performed. Alternatively, in other embodiments, the CPU may be configured to perform method F1001-F1005 in any other proper manners (for example, with the help of firmware).

[0039] Functions described above in the specification can be performed, at least in part, by one or more hardware logic components. For example, hardware logic components that can be used as examples include, unlimitedly, a field-programmable gate array (FPGA), an application-specific integrated circuit (ASIC), an application-specific standard product (ASSP), a system-on-chip (SOC), a complex programmable logic device (CPLD), and the like.

[0040] Program code for implementing the method in the present invention may be written in any combination of one or more programming languages. The program code may be provided to processors or controllers of general-purpose computers, specialized computers, or other programmable data processing devices, so that when the program code is executed by the processors or controllers, functions/operations specified in flowcharts and/or block diagrams are implemented. The program code can be executed entirely on a machine, partially on the machine, partially on the machine and partially on a remote machine as a separate software package, or entirely on the remote machine or server.

[0041] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store programs for use by or in combination with an instruction execution system, apparatus, or device. The machine-readable medium may be either a machine-readable signal medium or machine-readable storage medium. The machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any proper combination thereof. A more specific example of the machine-readable storage medium includes an electrical connection based on one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any proper combination thereof.

[0042] The foregoing descriptions are merely implementations of the present invention, but are not intended to limit the protection scope of the present invention. Any equivalent variation or replacement readily figured out by a person skilled in the art within the technical scope disclosed in the present invention shall fall within the protection scope of the present invention. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A pushing rescue train management method in a zone controller (ZC), wherein the method comprises the following steps:

step A: activating a train rescue zone in the ZC;

step B: updating, by the ZC, "automatic rescue train protection" to a going-to-rescue state;

step C: calculating, by the ZC, going-to-rescue movement authority (MA) for the "automatic rescue train protection" in the going-to-rescue state to "automatic rescued train protection";

step D: updating, by the ZC, the "automatic rescue train protection" to a performing-rescue state; and

step E: calculating, by the ZC, pushing rescue MA for the "automatic rescue train protection".

2. The pushing rescue train management method in a ZC according to claim 1, wherein the activating a train rescue zone in the ZC in step A is used to complete pushing rescue by the "automatic rescue train protection" for the "automatic rescued train protection".

3. The pushing rescue train management method in a ZC according to claim 1, wherein an activated train rescue zone in step A needs to comprise a section of a train corresponding to the "automatic rescued train protection".

4. The pushing rescue train management method in a ZC according to claim 1, wherein in step A, the ZC calculates ineffective MA for all non-rescue "automatic train protection" that intersects with an activated train rescue zone, to prevent the non-rescue "automatic train protection" outside the activated train rescue zone from entering the activated train rescue zone.

5. The pushing rescue train management method in a ZC according to claim 1, wherein in step B, the ZC sets the "automatic rescue train protection" to the going-to-rescue state based on the going-to-rescue state of a rescue train corresponding to the "automatic rescue train protection".

6. The pushing rescue train management method in a ZC according to claim 1, wherein in step B, the ZC calculates effective MA in an activated train rescue zone for the "automatic rescue train protection" in the going-to-rescue state that intersects with the activated train rescue zone; and
the ZC calculates effective MA for entering the activated train rescue zone for the "automatic rescue train protection" in the going-to-rescue state outside the activated train rescue zone.

7. The pushing rescue train management method in a ZC according to claim 1, wherein in step C, the ZC calculates going-to-rescue MA for the "automatic rescue train protection" in the going-to-rescue state to perform coupling rescue on the "automatic rescued train protection", wherein the going-to-rescue MA comprises going-to-rescue collision-allowable MA and a going-to-rescue collision-allowable speed.

8. The pushing rescue train management method in a ZC according to claim 1, wherein in step C, going-to-rescue MA calculated by the ZC for the "automatic rescue train protection" in the going-to-rescue state comprises a going-to-rescue coupling deceleration point and a going-to-rescue coupling safety limit point.

9. The pushing rescue train management method in a ZC according to claim 8, wherein when a rescued train corresponding to the "automatic rescued train protection" is a communication-positioned train, the ZC calculates the going-to-rescue coupling deceleration point for the "automatic rescue train protection" in the going-to-rescue state in consideration of a positioning error of the rescued train corresponding to the "automatic rescued train protection".

10. The pushing rescue train management method in a ZC according to claim 8, wherein when a rescued train corresponding to the "automatic rescued train protection" is a non-communication train or a position-lost train, the ZC calculates the going-to-rescue coupling deceleration point for the "automatic rescue train protection" in the going-to-rescue state in consideration of an occupied state of a secondary detection device and a hanging distance of the rescued train in a zone in which the "automatic rescued train protection" is located, wherein the secondary detection device is an axle counter or a track circuit.

11. The pushing rescue train management method in a ZC according to claim 1, wherein in step C, the ZC calculates ineffective MA for the "automatic rescue train protection" in the going-to-rescue state with a head in a non-coupled state.

12. The pushing rescue train management method in a ZC according to claim 1, wherein in step D, the ZC sets the "automatic rescue train protection" to the performing-rescue state based on the performing-rescue state of a rescue train corresponding to the "automatic rescue train protection".

13. The pushing rescue train management method in a ZC according to claim 1, wherein in step D, the ZC calculates effective pushing rescue MA for the "automatic rescue train protection" in the performing-rescue state with a head in a non-coupled state in an activated train rescue zone.

14. The pushing rescue train management method in a ZC according to claim 1, wherein in step E, the effective pushing rescue MA calculated by the ZC for the "automatic rescue train protection" in the performing-rescue state with a head in a non-coupled state in an activated train rescue zone is not beyond the activated train rescue zone.

15. The pushing rescue train management method in a ZC according to claim 1, wherein in step E, if an identity of a rescued train corresponding to the "automatic rescued train protection" is determined, the ZC calculates a starting point of pushing rescue MA for the "automatic rescue train protection" as minimum head coordinates of a rescue train corresponding to the "automatic rescue train protection" with the length of the rescued train in front.

16. The pushing rescue train management method in a ZC according to claim 1, wherein in step E, if an identity of a rescued train corresponding to the "automatic rescued train protection" is unknown, the ZC calculates a starting point of pushing rescue MA for the "automatic rescue train protection" as minimum head coordinates of a rescue train corresponding to the "automatic rescue train protection" with a default length of the rescued train in front, wherein the length of a longest rescued train in a line is considered for the default length of the rescued train.

17. An electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and when the processor executes the program, the method according to any one of claims 1 to 16 is implemented.

18. A computer-readable storage medium, storing a computer program, wherein when the program is executed by a processor, the method according to any one of claims 1 to 16 is implemented.

Drawing