METHOD AND APPARATUS FOR DERAILMENT PROTECTION BETWEEN ADJACENT WAYSIDE RESOURCE CONTROLLERS, DEVICE, AND MEDIUM

Description

FIELD OF THE INVENTION

The present disclosure relates to train signal control systems, in particular to a method and an apparatus for derailment protection between adjacent wayside resource controllers for a train autonomous circumambulate system (TACS), a device, and a medium.

DESCRIPTION OF RELATED ART

At present, a train autonomous circumambulate system (TACS) based on train-to-train communication is increasingly being adopted in an urban rail transit signaling system. Compared with a centralized wayside resource control method that relies on interlocking to handle routes in the conventional signaling system, the TACS adopts a distributed resource control method with multi-train parallel autonomous computing. In the TACS, a train control subsystem independently plans the demand for wayside resources based on a train operation task issued by a dispatching control subsystem. During control of automatic train operation, resources are requested from a wayside resource controller at an appropriate time in combination with a train operation status and a planned operation curve. After being allocated, the resources are utilized and released. Thanks to the refined control of resources, such a resource control method of on-demand requesting and on-demand utilization enables the TACS to efficiently utilize the resources on a line to a greater extent under the condition of high traffic density, so as to improve the operation efficiency of the system.

However, the resource control method of on-demand requesting and on-demand utilization for trains makes it impossible for the system to immediately notify trains that may be affected by a derailment event of information about the derailment event when certain specific derailment failures occur, thus expanding the degree of harm. As shown in FIG. 1, a train T1 operates to the reverse position of a switch P1 as planned. However, due to the improper contact of the switch P1, the train T1 derails at the switch P1, enters the normal position track of the switch, and finally stops in a control zone of a wayside resource controller 2. Since the train T1 only requests resources in a control zone of a wayside resource controller 1 on demand during operation, the wayside resource controller 2 cannot acquire derailment information of the train T1. Moreover, a train T2 also only requests resources in the control zone of the wayside resource controller 2 on demand, and thus the train T2 cannot acquire the derailment information of the train T1 in the control zone of the wayside resource controller 1. In such a case, the train T2 will not immediately obtain the derailment information of the train that may collide with it, and thus will not stop immediately for protection. As a result, the possibility and degree of harm of collision between the trains are increased.

SUMMARY OF THE INVENTION

An objective of the present disclosure is to provide a method and an apparatus for derailment protection between adjacent wayside resource controllers, a device, and a medium, so as to overcome the defects in the prior art.

The objective of the present disclosure can be achieved by the following technical solutions:

According to a first aspect of the present disclosure, a method for derailment protection between adjacent wayside resource controllers is provided, including the following steps:

• • S1: forming a list of derailment influence sources by a wayside resource controller;
  • S2: periodically sending a derailment status of a switch to an adjacent wayside resource controller by the wayside resource controller according to a corresponding relationship between switches and adjacent wayside resource control subsystems in the list of derailment influence sources;
  • S3: periodically requesting and receiving the derailment status of the switch from the adjacent wayside resource controller by the wayside resource controller according to the corresponding relationship between the switches and the adjacent wayside resource control subsystems in the list of derailment influence sources;
  • S4: when a switch authorization request from a vehicle on-board controller or a wayside train controller is received, requesting switch occupation permission from the corresponding adjacent wayside resource controller in the list of derailment influence sources by the wayside resource controller;
  • S5: when the switch occupation permission request from the adjacent wayside resource controller is received, replying to the adjacent wayside resource controller with occupation permission confirmation information by the wayside resource controller; and
  • S6: when one of set conditions is met, allowing the wayside resource controller to authorize the vehicle on-board controller or the wayside train controller to occupy the switch.

As a preferred technical solution, the list of derailment influence sources in step S1 includes a list of derailment influence sources in a control zone and a list of derailment influence sources in a non-control zone.

As a preferred technical solution, the list of derailment influence sources in the control zone is specifically formed as follows:

the wayside resource controller calculates an influence range of all switches in the control zone thereof, then calculates a list of adjacent wayside resource control subsystems that intersect with a track zone covered by the influence range, and establishes the corresponding relationship between the adjacent wayside resource control subsystems and the switches in the list, thus forming the list of derailment influence sources in the control zone.

As a preferred technical solution, the influence range is the track zone covered when a train starts from a frog and extends in directions of all tracks connected to the frog, considering a stop position of the train after emergency braking under a most unfavorable condition as an end point, where the most unfavorable condition includes a condition where the train operates at a maximum speed and/or goes downhill at a maximum gradient of a line.

As a preferred technical solution, the list of derailment influence sources in the non-control zone is specifically formed as follows:

the wayside resource controller calculates an influence range of all switches in the non-control zone, then calculates a list of adjacent wayside resource control subsystems that the switches belong to when a track zone covered by the influence range intersects with the wayside resource controller, and establishes the corresponding relationship between the adjacent wayside resource control subsystems and the switches in the list, thus forming the list of derailment influence sources in the non-control zone.

As a preferred technical solution, the influence range is the track zone covered when a train starts from a frog and extends in directions of all tracks connected to the frog, considering a stop position of the train after emergency braking under a most unfavorable condition as an end point, where the most unfavorable condition includes a condition where the train operates at a maximum speed and/or goes downhill at a maximum gradient of a line.

As a preferred technical solution, the set conditions in step S6 include:

• • a condition 1 where the wayside resource controller has received the occupation permission confirmation information from the corresponding adjacent wayside resource controller in the list of derailment influence sources and the information is within a valid period; and
  • a condition 2 where the corresponding adjacent wayside resource controller for the switch in the list of derailment influence sources has been in a manual control status.

According to a second aspect of the present disclosure, an apparatus for derailment protection between adjacent wayside resource controllers is provided, including:

• • a derailment influence source list forming module, configured to form a list of derailment influence sources by a wayside resource controller;
  • a switch derailment status sending module, configured to periodically send a derailment status of a switch to an adjacent wayside resource controller by the wayside resource controller according to a corresponding relationship between switches and adjacent wayside resource control subsystems in the list of derailment influence sources;
  • a switch derailment status requesting and receiving module, configured to periodically request and receive the derailment status of the switch from the adjacent wayside resource controller by the wayside resource controller according to the corresponding relationship between the switches and the adjacent wayside resource control subsystems in the list of derailment influence sources;
  • a switch occupation permission requesting module, configured to request switch occupation permission from the corresponding adjacent wayside resource controller in the list of derailment influence sources by the wayside resource controller when a switch authorization request from a vehicle on-board controller or a wayside train controller is received;
  • an occupation permission confirming module, configured to reply to the adjacent wayside resource controller with occupation permission confirmation information by the wayside resource controller when the switch occupation permission request from the adjacent wayside resource controller is received; and
  • an occupation authorizing module, configured to allow the wayside resource controller to authorize the vehicle on-board controller or the wayside train controller to occupy the switch when one of set conditions is met.

As a preferred technical solution, the list of derailment influence sources in the derailment influence source list forming module includes a list of derailment influence sources in a control zone and a list of derailment influence sources in a non-control zone.

As a preferred technical solution, the list of derailment influence sources in the control zone is specifically formed as follows:

• • the wayside resource controller calculates an influence range of all switches in the control zone thereof, then calculates a list of adjacent wayside resource control subsystems that intersect with a track zone covered by the influence range, and establishes the corresponding relationship between the adjacent wayside resource control subsystems and the switches in the list, thus forming the list of derailment influence sources in the control zone.

As a preferred technical solution, the influence range is the track zone covered when a train starts from a frog and extends in directions of all tracks connected to the frog, considering a stop position of the train after emergency braking under a most unfavorable condition as an end point, where the most unfavorable condition includes a condition where the train operates at a maximum speed and/or goes downhill at a maximum gradient of a line.

As a preferred technical solution, the list of derailment influence sources in the non-control zone is specifically formed as follows:

the wayside resource controller calculates an influence range of all switches in the non-control zone, then calculates a list of adjacent wayside resource control subsystems that the switches belong to when a track zone covered by the influence range intersects with the wayside resource controller, and establishes the corresponding relationship between the adjacent wayside resource control subsystems and the switches in the list, thus forming the list of derailment influence sources in the non-control zone.

As a preferred technical solution, the influence range is the track zone covered when a train starts from a frog and extends in directions of all tracks connected to the frog, considering a stop position of the train after emergency braking under a most unfavorable condition as an end point, where the most unfavorable condition includes a condition where the train operates at a maximum speed and/or goes downhill at a maximum gradient of a line.

As a preferred technical solution, the set conditions in the occupation authorizing module include:

• • a condition 1 where the wayside resource controller has received the occupation permission confirmation information from the corresponding adjacent wayside resource controller in the list of derailment influence sources and the information is within a valid period; and
  • a condition 2 where the corresponding adjacent wayside resource controller for the switch in the list of derailment influence sources has been in a manual control status.

According a third aspect of the present disclosure, an electronic device is provided, including a memory and a processor, where the memory stores a computer program, and when the processor executes the program, the method is implemented.

According to a fourth aspect of the present disclosure, a computer-readable storage medium is provided, where the computer-readable storage medium stores a computer program, and when the program is executed by a processor, the method is implemented.

Compared with the prior art, the present disclosure has the following advantages:

1) According to the derailment protection technology proposed in the present disclosure, the adjacent wayside resource controller can switch to a safe side at a faster speed when a derailment event may pose a hazard to an adjacent control zone, which reduces the possibility and degree of harm of collision between trains and improves the security of a TACS.

2) According to the present disclosure, the necessary security protection function of the TACS is implemented through the exchange of a small amount of interface information, and the reliability of the system is improved while an interface between the wayside resource controllers is simplified.

3) According to the derailment protection technology proposed in the present disclosure, the adjacent wayside resource controller is authorized to occupy the switch by using a manual control method in the case of a failure of the wayside resource controller or a communication failure, thereby improving the availability of the TACS under the failure condition.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram of a derailment harm scenario between adjacent wayside resource controllers for a TACS;

FIG. 2 is an architecture diagram of a TACS;

FIG. 3 is a schematic diagram in which a wayside resource controller calculates a derailment influence range;

FIG. 4 is a schematic diagram a in which a train requests a switch resource from a WRC;

FIG. 5 is a schematic diagram a in which a train releases a switch resource to a WRC;

FIG. 6 is a schematic diagram b in which a train requests a switch resource from a WRC;

FIG. 7 is a schematic diagram b in which a train releases a switch resource to a WRC;

FIG. 8 is a specific flowchart of a method in the present disclosure; and

FIG. 9 is a schematic structural diagram of an apparatus in the present disclosure.

DESCRIPTION OF THE EMBODIMENTS

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

According to the derailment protection method proposed in the present disclosure, the adjacent wayside resource controller can switch to a safe side at a faster speed when a derailment event may pose a hazard to an adjacent control zone, which reduces the possibility and degree of harm of collision between trains and improves the security of a TACS.

As shown in FIG. 8, provided in the present disclosure is a method for derailment protection between adjacent wayside resource controllers, including the following steps:

• • S1: forming a list of derailment influence sources by a wayside resource controller;
  • S2: periodically sending a derailment status of a switch to an adjacent wayside resource controller by the wayside resource controller according to a corresponding relationship between switches and adjacent wayside resource control subsystems in the list of derailment influence sources;
  • S3: periodically requesting and receiving the derailment status of the switch from the adjacent wayside resource controller by the wayside resource controller according to the corresponding relationship between the switches and the adjacent wayside resource control subsystems in the list of derailment influence sources;
  • S4: when a switch authorization request from a vehicle on-board controller or a wayside train controller is received, requesting switch occupation permission from the corresponding adjacent wayside resource controller in the list of derailment influence sources by the wayside resource controller;
  • S5: when the switch occupation permission request from the adjacent wayside resource controller is received, replying to the adjacent wayside resource controller with occupation permission confirmation information by the wayside resource controller; and
  • S6: when one of set conditions is met, allowing the wayside resource controller to authorize the vehicle on-board controller or the wayside train controller to occupy the switch.

As shown in FIG. 2, a train autonomous circumambulate system based on train-to-train communication mainly includes a wayside resource controller (WRC), a wayside train controller (WTC), an object controller (OC), an automatic train supervision (ATS) system, a carborne controller (CC), a backup localization system (BLS), and a balise. The ATS system is responsible for supervising and controlling train operation, with functions of train operation tracking, alarming, and event reporting, operation adjustment, operation control, and the like. The WRC is responsible for line resource allocation and recycling, train sequence control, signal and switch control, and the like. The WTC is mainly responsible for dealing with a temporary speed restriction, controlling and tracking a faulty train, and taking charge of the faulty train for resource requesting and release. The OC mainly implements status acquisition and driving of wayside equipment. The CC requests and releases line resources according to a plan, actively conducts train control, and implements a train safety protection function and a train autonomous driving function. The balise is responsible for providing current position information in combination with a line map. The BLS mainly provides corresponding train ID and train position information to the wayside train controller based on the acquired balise information to achieve position tracking of a downgraded train. The BLS is arranged on the train and cooperates with the WTC to complete the operation of the downgraded train.

The derailment protection method for the TACS is as follows.

In 101), as shown in FIG. 3, when a WRC1 calculates that an influence range of a switch P1 intersects with an adjacent WRC2, the WRC1 adds the WRC2 to a list of derailment influence sources and makes it correspond to the switch P1.

In 102), as shown in FIG. 3, when the WRC2 calculates that the influence range of the switch P1 intersects with the WRC1, the WRC2 adds the WRC1 to the list of derailment influence sources and makes it correspond to the switch P1.

In 103), the WRC1 periodically sends a derailment event status of the switch P1 to the WRC2.

In 104), the WRC2 periodically requests and receives the derailment event status of the switch P1 from the WRC1.

In 105), as shown in FIG. 4, according to a task issued by the ATS system, a CC (A) sends a relevant resource request from a current position to a platform S1 to the WRC1.

In 106), the WRC1 requests occupation permission of the switch P1 from the WRC2.

In 107), after receiving the request for occupation permission of the switch P1 from the WRC1, the WRC2 immediately replies to the WRC1 with occupation permission confirmation information.

In 108), the WRC1 receives the occupation permission confirmation information of the switch P1 from the WRC2 and authorizes the CC (A) to occupy other resources requested by the CC (A) to the platform S1, and as shown in FIG. 5, a train A operates to the platform S1.

In 109), the CC (A) releases a resource of the switch P1 to the WRC1, and after release information of the switch P1 is received, the request for occupation permission of the switch P1 from the WRC2 is stopped.

In 110), as shown in FIG. 6, according to a task issued by the ATS system, the CC (A) sends a relevant resource request from the platform S1 to a platform S2 to the WRC1.

In 111), the WRC1 requests occupation permission of the switch P1 from the WRC2.

In 112), when the WRC2 fails and cannot reply to the WRC1 with the occupation permission confirmation information, the WRC1 cannot authorize the CC (A) to occupy the switch P1.

In 113), the WRC2 enters a manual control mode, and the OC sends the information that the WRC2 has entered the manual control status to the WRC1.

In 114), the WRC1 authorizes the CC (A) to occupy other resources requested by the CC (A) to the platform S1, and as shown in FIG. 7, the train A operates to the platform S2.

In 115), the CC (A) releases the resource of the switch P1 to the WRC1.

The above is the introduction to the method embodiment. The solution described in the present disclosure is further described below through an apparatus embodiment.

As shown in FIG. 9, an apparatus for derailment protection between adjacent wayside resource controllers is provided, including:

• • a derailment influence source list forming module 100, configured to form a list of derailment influence sources by a wayside resource controller;
  • a switch derailment status sending module 200, configured to periodically send a derailment status of a switch to an adjacent wayside resource controller by the wayside resource controller according to a corresponding relationship between switches and adjacent wayside resource control subsystems in the list of derailment influence sources;
  • a switch derailment status requesting and receiving module 300, configured to periodically request and receive the derailment status of the switch from the adjacent wayside resource controller by the wayside resource controller according to the corresponding relationship between the switches and the adjacent wayside resource control subsystems in the list of derailment influence sources;
  • a switch occupation permission requesting module 400, configured to request switch occupation permission from the corresponding adjacent wayside resource controller in the list of derailment influence sources by the wayside resource controller when a switch authorization request from a vehicle on-board controller or a wayside train controller is received;
  • an occupation permission confirming module 500, configured to reply to the adjacent wayside resource controller with occupation permission confirmation information by the wayside resource controller when the switch occupation permission request from the adjacent wayside resource controller is received; and
  • an occupation authorizing module 600, configured to allow the wayside resource controller to authorize the vehicle on-board controller or the wayside train controller to occupy the switch when one of set conditions is met.

The list of derailment influence sources in the derailment influence source list forming module includes a list of derailment influence sources in a control zone and a list of derailment influence sources in a non-control zone.

The list of derailment influence sources in the control zone is specifically formed as follows:

the wayside resource controller calculates an influence range of all switches in the control zone thereof, then calculates a list of adjacent wayside resource control subsystems that intersect with a track zone covered by the influence range, and establishes the corresponding relationship between the adjacent wayside resource control subsystems and the switches in the list, thus forming the list of derailment influence sources in the control zone.

The list of derailment influence sources in the non-control zone is specifically formed as follows:

the wayside resource controller calculates an influence range of all switches in the non-control zone, then calculates a list of adjacent wayside resource control subsystems that the switches belong to when a track zone covered by the influence range intersects with the wayside resource controller, and establishes the corresponding relationship between the adjacent wayside resource control subsystems and the switches in the list, thus forming the list of derailment influence sources in the non-control zone.

The influence range is the track zone covered when a train starts from a frog and extends in directions of all tracks connected to the frog, considering a stop position of the train after emergency braking under a most unfavorable condition as an end point, where the most unfavorable condition includes a condition where the train operates at a maximum speed and/or goes downhill at a maximum gradient of a line.

The set conditions in the occupation authorizing module include:

• • a condition 1 where the wayside resource controller has received the occupation permission confirmation information from the corresponding adjacent wayside resource controller in the list of derailment influence sources and the information is within a valid period; and
  • a condition 2 where the corresponding adjacent wayside resource controller for the switch in the list of derailment influence sources has been in a manual control status.

Those skilled in the art can clearly understand that, for the convenience and conciseness of description, for the specific working processes of the described modules, reference can be made to the corresponding processes in the aforementioned method embodiment, and details will not be repeated herein.

The electronic device in the present disclosure includes a central processing unit (CPU), which can perform various proper actions and processes 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 can also store various programs and data that are necessary for device operation. The CPU, the ROM, and the RAM are connected to one another via a bus. An input/output (I/O) interface is also connected to the bus.

A plurality of components in the device are connected to the I/O interface, including: an input unit, such as a keyboard and a mouse; an output unit, such as various types of displays and loudspeakers; a memory cell, such as a magnetic disk and a compact disc; and a communication unit, such as a network card, a modem, and a wireless communication transceiver. The communication unit allows the device to exchange information/data with other devices through a computer network such as the Internet and/or various telecommunication networks.

The processing unit performs the various methods and processes described above, such as methods S1 to S6. For example, in some embodiments, the methods S1 to S6 may be implemented as computer software programs that are tangibly contained 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 on the device via the ROM and/or the communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of the methods S1 to S6 described above can be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods S1 to S6 by any other appropriate manner (e.g., with the help of firmware).

The functions described above herein can be performed, at least in part, by one or more hardware logical components. For example, without limitation, demonstration types of hardware logic components that can be used include: 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 so on.

The program codes for implementing the method in the present disclosure may be written in any combination of one or more programming languages. These program codes may be provided to a processor or a controller of a general-purpose computer, a special-purpose computer or another programmable data processing device, so that the program codes, when executed by the processor or the controller, implements the functions/operations specified in the flowchart and/or block diagram. The program codes may be completely or partially executed on a machine, partially executed on the machine as an independent software package and partially executed on a remote machine or completely executed on the remote machine or a server.

In the context of the present disclosure, the machine-readable medium may be a tangible medium that may contain or store a program for use by or in combination with an instruction executing system, apparatus or device. The machine-readable medium may be a machine-readable signal medium or a 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 suitable combination thereof. More specific examples of the machine-readable storage medium include 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 ROM (EPROM or flash memory), an optical fiber, a convenient compact disc ROM (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof.

The above are only specific embodiments of the present disclosure, but the scope of protection of the present disclosure is not limited to this. Any of those skilled in the art may easily think of various equivalent modifications or substitutions within the technical scope of the present disclosure, and these modifications or substitutions should all be included within the scope of protection of the present disclosure. Therefore, the scope of protection of the present disclosure shall be subject to the scope of protection of the claims.