CN113060189B - Train management method, device, apparatus and electronic equipment - Google Patents
Train management method, device, apparatus and electronic equipment Download PDFInfo
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- 238000012216 screening Methods 0.000 claims description 29
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
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- 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
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
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- 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
- B61L27/40—Handling position reports or trackside vehicle data
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Abstract
The application provides a train management method, a device and electronic equipment, wherein the method comprises the following steps: receiving a train control task sent by a central monitoring and dispatching system, wherein the train control task carries first position information of a fault train; determining a route strategy of the fault train according to the first position information and the road information of the fault train; and sending a control signal to the track side system according to the route strategy so that the track side system guides the fault train to travel to a designated position according to the control signal.
Description
Technical Field
The application relates to the technical field of train control, in particular to a train management method, a train management device and electronic equipment.
Background
The rail vehicle travels on a specified track, for example, a subway can travel only on a subway travel track. Because the subways in the same direction run on the only track, if one subway has a fault and the subways are not removed in time, the running of the subsequent subways can be blocked, and the running of the train has potential safety hazards.
In the prior art, the fault train is generally routed through a manual dispatching mode, for example, an ATS (Automatic Train Supervision, automatic train monitoring system) dispatcher manually dispatches, and a driver manually drives under the assistance of a vehicle-mounted collision avoidance system.
Disclosure of Invention
The invention aims to provide a train management method, a train management device and electronic equipment, which can solve the safety problem caused by a fault train.
In a first aspect, the present invention provides a train management method, applied to a train, including:
receiving a train control task sent by a central monitoring and dispatching system, wherein the train control task carries first position information of a fault train;
determining a route strategy of the fault train according to the first position information and the road information of the fault train;
and sending a control signal to a track side system according to the route strategy so that the track side system guides the fault train to travel to a designated position according to the control signal.
In an optional embodiment, the determining the route policy of the faulty train according to the first location information and the road information of the faulty train includes:
determining a temporary platform set according to the road information of the fault train;
determining a target temporary platform according to the running direction of the fault train and the phase positions of each temporary platform in the temporary platform set and the fault train;
and generating a route strategy of the fault train according to the first position information and the target temporary station.
In the above embodiment, since the running route and the running direction of the rail train are determined, when the target temporary station is determined, the running direction of the faulty train and the positions of the temporary stations are taken into consideration, so that the determined target temporary station can be more matched with the station into which the faulty train needs to be driven, and the route control of the faulty train can be realized more accurately.
In an alternative embodiment, the generating the route policy of the faulty train according to the first location information and the target temporary station includes:
determining a driving route of the fault train according to the first position information and the target temporary platform;
and generating a control strategy of signal indicating equipment for controlling the trackside system according to the driving route.
In the above embodiment, the traveling route of the faulty train is determined according to the first position information and the target temporary station, so that the faulty train can be effectively controlled to enter the target temporary station.
In an alternative embodiment, before receiving the train control task sent by the central monitoring and dispatching system, the method further includes:
establishing a communication connection with the faulty train based on wireless communication;
acquiring first position information of the fault train;
and sending the first position information to the central monitoring and dispatching system.
In a second aspect, the present invention provides a train management method applied to a central monitoring and dispatching system, including:
monitoring communication states with each train;
if the communication interruption of the fault train is monitored to exceed the set duration, screening a target train from the current running trains;
and sending the first position information of the fault train to the target train so as to enable the target train to provide a route strategy for the fault train according to the position information.
By the method, whether the train fails or not can be determined based on the communication state with each train. Further, the position information of the fault train is sent to the target train, and the target train schedules the fault train, so that the running safety of the train can be improved, and meanwhile, the scheduling safety of the fault train can be improved.
In an alternative embodiment, the screening the target train from the currently running trains includes:
acquiring the first position information of the fault train from a track side system, and screening out a target train according to the first position information and the position of the currently running train; or,
and receiving the first position information of the fault train sent by the adjacent trains of the fault train, and screening out a target train according to the first position information and the position of the currently operated train.
In an optional implementation manner, the screening the target train according to the first location information and the location of the currently running train includes:
determining a first train set in a specified range of the fault train according to the first position information;
screening a second train set according to the running direction of each train in the first train set;
and screening the train closest to the fault train from the second train set to serve as the target train.
In the above embodiment, the trains within the specified range of the faulty train are screened first, and then the train representing the route of the faulty train is determined based on the running direction of the train, so that the determined target train can schedule the faulty train more accurately.
In a third aspect, the present invention provides a train management method, including:
monitoring the communication state with each train through a central monitoring and scheduling system;
if the communication interruption of the fault train is monitored to exceed the set duration, a central monitoring and scheduling system screens out a target train from the current running trains;
the first position information of the fault train is sent to the target train through a central monitoring and dispatching system;
providing a route strategy for the fault train according to the position information through the target train;
and sending a control signal to a track side system through the target train so that the track side system guides the fault train to travel to a designated position according to the control signal.
In a fourth aspect, the present invention provides a train management apparatus applied to a train, comprising:
the receiving module is used for receiving a train control task sent by the central monitoring and dispatching system, wherein the train control task carries first position information of a fault train;
the determining module is used for determining a route strategy of the fault train according to the first position information and the road information of the fault train;
and the first sending module is used for sending a control signal to the track side system according to the route strategy so that the track side system can guide the fault train to travel to a designated position according to the control signal.
In a fifth aspect, the present invention provides a train management apparatus applied to a central monitoring and dispatching system, comprising:
the monitoring module is used for monitoring the communication state with each train;
the screening module is used for screening a target train from the current running trains if the communication interruption of the fault train is monitored to exceed the set duration;
and the second sending module is used for sending the first position information of the fault train to the target train so that the target train can provide a route strategy for the fault train according to the position information.
In a sixth aspect, the present invention provides an electronic device, comprising: a processor, a memory storing machine-readable instructions executable by the processor, which when executed by the processor perform the steps of the method of any of the preceding embodiments, when the electronic device is running.
In a seventh aspect, the present invention provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processing unit, performs the steps of the method according to any of the preceding embodiments.
The beneficial effects of the embodiment of the application are that: by sending information of the failed train to other trains, the other trains can determine the route strategy for controlling the failed train according to the position information of the failed train. And driving the fault train to a specified position based on the route strategy. Therefore, the situation that the running of the subsequent train is blocked caused by the fault train can be avoided, and the running safety of the train can be improved. Further, since the fault train is scheduled through the train, the manual operation of scheduling the train can be reduced, and the scheduling efficiency of the fault train can be improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered limiting the scope, and that other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic diagram of interaction between each train and a central monitoring and dispatching system according to an embodiment of the present application.
Fig. 2 is a flowchart of a train management method provided in an embodiment of the present application.
Fig. 3a is a schematic diagram of a train and a platform provided in an embodiment of the present application.
Fig. 3b is another schematic diagram of a train and a platform provided in an embodiment of the present application.
Fig. 4 is a schematic diagram of a functional module of a train management device according to an embodiment of the present application.
Fig. 5 is a flowchart of another train management method according to an embodiment of the present application.
Fig. 6 is a schematic functional block diagram of another train management device according to an embodiment of the present application.
Fig. 7 is a flowchart of still another train management method according to an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application.
It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures. Meanwhile, in the description of the present application, the terms "first", "second", and the like are used only to distinguish the description, and are not to be construed as indicating or implying relative importance.
Example 1
For the sake of understanding the present embodiment, first, an operation environment of a train control system corresponding to executing the train management method disclosed in the embodiment of the present application will be described.
As shown in fig. 1, the train control system may include: a central monitoring dispatch system 110, a train 120, and a trackside system 130.
The central monitoring and dispatching system 110 is used for communicating with each train 120, for acquiring operation data of each train 120, and for controlling each train 120.
The train 120 may include a communication module, an automatic train protection (Automatic Train Protection, ATP) system, an automatic train driving (Automatic Train Operation, ATO) system, an automatic train monitoring (Automatic Train Supervision, ATS) system, an on-board-computer (OBC) system, and the like.
The track side system 130 may be a system formed of devices installed beside the travel track of the train 120.
Optionally, the track side system 130 may include indicator lights, voice broadcast devices, and the like. For example, the indicator light may indicate different operating instructions when it displays different colors. The voice broadcast device may be used for playing the operation instructions, for example.
The electronic device 100 in the present embodiment may be used to perform each step in each method provided in the embodiments of the present application. The implementation of the train management method is described in detail below by way of several embodiments.
Example two
Referring to fig. 2, a flowchart of a train management method according to an embodiment of the present application is shown. The train management method in the embodiment can be applied to a train. The specific flow shown in fig. 2 will be described in detail.
And step 201, receiving a train control task sent by the central monitoring and dispatching system.
The train control task carries first location information of the failed train. The faulty train may refer to a train with communication faults, for example.
The central monitoring and dispatching system can monitor each train so as to determine whether each train has faults.
In this embodiment, if a train has a communication failure, it cannot communicate with the central monitoring and dispatching system, and if the failed train is still running on the track, it may cause a potential safety hazard in running, based on which the failed train may be routed to make the failed train leave the current track.
And 202, determining the route strategy of the fault train according to the first position information and the road information of the fault train.
Illustratively, the approach strategy is used to guide the failed train to a temporary stop so that the failed train's obstruction to the train on the track can be reduced.
Alternatively, step 202 may include the following steps.
And step 2021, determining a temporary platform set according to the road information of the fault train.
The temporary set of stations may be stations for temporarily stopping trains that are not in use, for example. The unused trains may be referred to as idle trains, failed trains, and the like.
Taking a subway as an example, the subway running track paths of different lines are different, and a plurality of temporary platforms can be arranged on the different lines.
And 2022, determining a target temporary platform according to the running direction of the fault train and the phase positions of each temporary platform in the temporary platform set and the fault train.
In order to enable the faulty train to effectively stop to the temporary stop, a temporary stop in the traveling direction before the faulty train fails may be selected.
Alternatively, the target temporary station may fail to list one temporary station in the traveling direction.
As shown in fig. 3a, the vehicle 1001 may be a faulty train, and the traveling direction of the vehicle 1001 may be d1, and the traveling direction d1 includes the station 1 and the station 2. Wherein, the station 1 is a temporary station, and the station 2 is a station for passengers to get on or off. A passenger boarding and disembarking platform 3 may be included in a travel direction d2 opposite to the travel direction d 1.
Station 1 is nearest to vehicle 1001 and station 1 is a temporary station in the traveling direction d1 of vehicle 1001, so station 1 is a target temporary station corresponding to vehicle 1001.
As shown in fig. 3b, the vehicle 1002 may be a faulty train, and the traveling direction of the vehicle 1002 may be d3 or d4, and the traveling direction d3 or d4 includes the station 3, the station 4, and the station 5. Wherein, the platform 4 is a temporary platform, and the platform 5 and the platform 6 are platforms for passengers to get on and off.
Station 4 is nearest to vehicle 1002 and station 4 is a temporary station in the direction of travel of vehicle 1002, thus station 4 is a target temporary station for vehicle 1002.
Step 2023, generating a route policy of the faulty train according to the first location information and the target temporary station.
Optionally, step 2023 may include: determining a driving route of the fault train according to the first position information and the target temporary platform; and generating a control strategy of signal indicating equipment for controlling the trackside system according to the driving route.
Taking fig. 3a as an example, the travel route of the faulty train may be the travel route of the vehicle 1001 to the platform 1. By stopping the train 1001 to the temporary platform 1, the blocking of the subsequent trains to the platform 2 and the operation of the subsequent tracks of the platform 2 can be avoided, so that the subsequent trains can be operated normally, and the operation efficiency is improved.
Taking fig. 3b as an example, the route of the failed train may be the route of the car 1002 to the platform 4. By stopping the vehicle 1002 to the temporary platform 4, the operation of blocking the subsequent train to the subsequent track of the platform 5 or the platform 6 can be avoided, so that the subsequent train can normally operate, and the operation efficiency is improved.
And 203, sending a control signal to a track side system according to the route strategy so that the track side system guides the fault train to travel to a designated position according to the control signal.
Alternatively, the control signal may be a signal to turn on or off an indicator light in the trackside system.
For example, the indicator lamps for guiding the faulty train to run may be sequentially activated according to the running speed of the faulty train.
In an alternative embodiment, before step 201, the train management method may further include: and establishing communication connection with the fault train based on wireless communication, acquiring first position information of the fault train, and transmitting the first position information to the central monitoring and scheduling system.
Alternatively, a unique identification code of the failed train may also be obtained.
In the above embodiment, the information of the failed train may be collected using the target train, and the route service may be provided for the failed train.
In other embodiments, other trains may collect information about the failed train, and the target train may provide route service for the failed train.
In the method provided by the embodiment of the application, the information of the train with the fault is sent to other trains, and the other trains can determine the route strategy for controlling the fault train according to the position information of the fault train. And driving the fault train to a specified position based on the route strategy. Therefore, the situation that the running of the subsequent train is blocked caused by the fault train can be avoided, and the running safety of the train can be improved. Further, since the fault train is scheduled through the train, the manual operation of scheduling the train can be reduced, and the scheduling efficiency of the fault train can be improved.
By using other trains to process route tasks for the faulty train, route control of the faulty train can be achieved without manual action. Compared with manual butt joint processing of fault trains, the speed of handling the approach is increased, and the transportation capacity of the rail transit system is improved.
Further, by processing the route of the fault train, the safety of the autonomous running system of the rail transit system is improved, more vehicles are on the rail in a time period with more concentrated passenger flow, the fault train can rapidly process the route and rapidly leave the occupied rail area, and the safety operation of other trains is guaranteed.
Example III
Based on the same application conception, the embodiment of the application also provides a train management device corresponding to the train management method, and since the principle of solving the problem by the device in the embodiment of the application is similar to that of the embodiment of the train management method, the implementation of the device in the embodiment of the application can be referred to the description in the embodiment of the method, and the repetition is omitted.
Fig. 4 is a schematic functional block diagram of a train management device according to an embodiment of the present application. Each module in the train management apparatus in this embodiment is configured to perform each step in the above-described method embodiment. The train management device includes: a receiving module 301, a determining module 302 and a first transmitting module 303; wherein,,
the receiving module 301 is configured to receive a train control task sent by the central monitoring and dispatching system, where the train control task carries first location information of a faulty train;
the determining module 302 is configured to determine a route policy of the faulty train according to the first location information and the road information where the faulty train is located;
and the first sending module 303 is configured to send a control signal to a track side system according to the route strategy, so that the track side system guides the faulty train to travel to a specified position according to the control signal.
In a possible implementation manner, the determining module 302 is configured to:
determining a temporary platform set according to the road information of the fault train;
determining a target temporary platform according to the running direction of the fault train and the phase positions of each temporary platform in the temporary platform set and the fault train;
and generating a route strategy of the fault train according to the first position information and the target temporary station.
In a possible implementation manner, the determining module 302 is configured to:
determining a driving route of the fault train according to the first position information and the target temporary platform;
and generating a control strategy of signal indicating equipment for controlling the trackside system according to the driving route.
Example IV
Referring to fig. 5, a flowchart of a train management method according to an embodiment of the present application is shown. The method in this embodiment is similar to the method provided in embodiment two, except that the method provided in embodiment two is a method applied to a train, and the method in this embodiment is a method for a central dispatch monitoring system. The specific flow shown in fig. 5 will be described in detail.
In step 401, the communication status with each train is monitored.
If it is detected that the communication of the faulty train is interrupted for more than a set period of time, step 402 is performed.
The set time length can be set according to the requirement.
Alternatively, the set time period may be a time period determined according to the communication monitoring period. The set duration may be a specified multiple of the communication monitoring period, for example. For example, the set duration may be a total duration of six communication monitoring periods, for example, if the communication monitoring period is 0.5 seconds, the set duration may be 3 seconds. For another example, the set duration may be a total duration of four communication monitoring periods.
Alternatively, the set time period may be a time period determined according to the running speed of the train. For example, the faster the running speed of the train is, the shorter the set period of time is. For example, the set time period may be 2 seconds, 3 seconds, 4 seconds, or the like.
In this embodiment, the central dispatching monitoring system acquires, in real time, operation data of the train on the current line provided by the vehicle-mounted control system through a local area network of the control center, where the operation data is used to characterize an operation state of the train, and stores the operation data.
The central dispatching monitoring system can detect whether the train is normal in communication in real time, and if the data information sent by one train is not received in a plurality of continuous communication monitoring periods, the train is determined to be a fault train if the train is abnormal in communication.
Alternatively, the central dispatch monitoring system may send heartbeat packets to each train in a set monitoring period to monitor the communication status with each train and the central dispatch monitoring system.
Optionally, the central dispatching monitoring system may send heartbeat data packets to the acquired trains according to a set monitoring period to monitor the communication state with each train and the central dispatching monitoring system.
Alternatively, step 402 may include the following steps.
Step 4021, obtaining the first location information of the faulty train from a track side system.
In this embodiment, the central dispatching monitoring system may communicate with the control devices in the track side system, and may obtain trains running to different locations.
For example, the trackside system can locate a running train, so that the position of the train on the track can be known by the trackside system.
In this embodiment, the vehicle-mounted device of the faulty train may receive the train position reported by the transponder on the track, and report the train position to the track side manager in the area where the train is located, where the track side manager transmits the train position information of the management area to the central dispatch monitoring system.
Alternatively, the first location information of the failed train transmitted by the adjacent train of the failed train may also be received.
The adjacent train may be a target train that provides route service for the failed train or may be another train that is closer to the failed train.
And step 4022, screening out a target train according to the first position information and the position of the currently operated train.
Optionally, step 4022 may include: determining a first train set in a specified range of the fault train according to the first position information; screening a second train set according to the running direction of each train in the first train set; and screening the train closest to the fault train from the second train set to serve as the target train.
Alternatively, the specified range may be selected according to the specific application environment, and the selection of the size of the specified range in different application environments may also be different. For example, when the train is a high-speed rail or a motor train, the specified range may be a relatively large range. For example, when the train is a subway, the specified range may be selected to be a relatively small range.
For example, the first location information may be centered and trains within a specified kilometer of the surroundings may be selected as the first train set. For example, when the train is a subway, the specified kilometers may be 5, 6, 7 kilometers. For example, when the train is a high-speed rail or a motor train, the specified kilometers may be 50, 60, 70 kilometers.
Alternatively, the train in the second set of trains may be a train in the direction of travel of the failed train. Taking the example shown in fig. 3a as an example, the second set of trains may be trains in the direction of travel d 1. Taking the example shown in fig. 3b as an example, the second set of trains may be trains in the direction of travel d3 or d 4.
Alternatively, the target train may be the train in the second set of trains closest to the failed train.
In the train management method provided by the embodiment of the application, whether the train has faults or not can be determined based on the communication state with each train. Further, when a fault train occurs, position information of the fault train can be sent to a target train, and the target train schedules the fault train, so that running safety of the train can be improved, and meanwhile, the safety of fault train scheduling can be improved.
Example five
Based on the same application conception, the embodiment of the application also provides a train management device corresponding to the train management method, and since the principle of solving the problem by the device in the embodiment of the application is similar to that of the embodiment of the train management method, the implementation of the device in the embodiment of the application can be referred to the description in the embodiment of the method, and the repetition is omitted.
Fig. 6 is a schematic functional block diagram of a train management device according to an embodiment of the present application. Each module in the train management apparatus in this embodiment is configured to perform each step in the above-described method embodiment. The train management device includes: a monitoring module 501, a screening module 502 and a second sending module 503; wherein,,
a monitoring module 501 for monitoring the communication state with each train;
the screening module 502 is configured to screen a target train from currently running trains if it is detected that the communication interruption of the faulty train exceeds a set duration;
and the second sending module 503 is configured to send the first location information of the faulty train to the target train, so that the target train provides a route policy for the faulty train according to the location information.
In a possible implementation, the screening module 502 is configured to:
acquiring the first position information of the fault train from a track side system;
and screening out the target train according to the first position information and the position of the currently operated train.
In a possible implementation, the screening module 502 is configured to:
determining a first train set in a specified range of the fault train according to the first position information;
screening a second train set according to the running direction of each train in the first train set;
and screening the train closest to the fault train from the second train set to serve as the target train.
Example six
Referring to fig. 7, a flowchart of a train management method according to an embodiment of the present application is shown. The specific flow shown in fig. 7 will be described in detail.
In step 601, the communication state with each train is monitored by a central monitoring and scheduling system.
If it is detected that the communication of the faulty train is interrupted for more than a set period of time, step 602 is performed.
And step 603, transmitting the first position information of the fault train to the target train through a central monitoring and dispatching system.
And step 604, providing a route strategy for the fault train according to the position information through the target train.
And step 605, sending a control signal to a track side system through the target train so that the track side system guides the fault train to travel to a designated position according to the control signal.
In addition, the embodiment of the application also provides electronic equipment, which comprises: a processor, a memory storing machine readable instructions executable by the processor, which when executed by the processor perform the steps in the train management method provided in embodiment two or embodiment four when the electronic device is running.
For example, if the electronic device is used to perform the steps in the second embodiment, the electronic device may be an in-vehicle device installed on a train.
For example, if the electronic device is configured to perform the steps of the fourth embodiment, the electronic device may be a central dispatch monitoring system.
The present application also provides a computer readable storage medium having a computer program stored thereon, which when executed by a processor performs the steps of the train management method described in the above method embodiments.
The computer program product of the train management method provided in the embodiment of the present application includes a computer readable storage medium storing program codes, where the instructions included in the program codes may be used to execute the steps of the train management method described in the method embodiment, and specifically, reference may be made to the method embodiment described above, and details thereof are not repeated herein.
In the several embodiments provided in this application, it should be understood that the disclosed apparatus and method may be implemented in other manners as well. The apparatus embodiments described above are merely illustrative, for example, flow diagrams and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods and computer program products according to various embodiments of the present application. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
In addition, the functional modules in the embodiments of the present application may be integrated together to form a single part, or each module may exist alone, or two or more modules may be integrated to form a single part.
The functions, if implemented in the form of software functional modules and sold or used as a stand-alone product, may be stored in a computer-readable storage medium. Based on such understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes. It is noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising … …" does not exclude the presence of other like elements in a process, method, article or apparatus that comprises the element.
The foregoing description is only of the preferred embodiments of the present application and is not intended to limit the same, but rather, various modifications and variations may be made by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application should be included in the protection scope of the present application. It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.
The foregoing is merely specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily think about changes or substitutions within the technical scope of the present application, and the changes and substitutions are intended to be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (9)
1. A method of train management, applied to a train, comprising:
receiving a train control task sent by a central monitoring and dispatching system, wherein the train control task carries first position information of a fault train;
determining the route strategy of the fault train according to the first position information and the road information of the fault train, wherein the route strategy comprises the following steps: determining a temporary platform set according to the road information of the fault train; determining a target temporary platform according to the running direction of the fault train and the relative positions of each temporary platform in the temporary platform set and the fault train; generating a route strategy of the fault train according to the first position information and the target temporary station;
and sending a control signal to a track side system according to the route strategy so that the track side system guides the fault train to travel to a designated position according to the control signal.
2. The method of claim 1, wherein the generating the route strategy of the failed train based on the first location information and the target temporary station comprises:
determining a driving route of the fault train according to the first position information and the target temporary platform;
and generating a control strategy of signal indicating equipment for controlling the trackside system according to the driving route.
3. The method of claim 1, wherein prior to receiving the train control task transmitted by the central supervisory dispatch system, the method further comprises:
establishing a communication connection with the faulty train based on wireless communication;
acquiring first position information of the fault train;
and sending the first position information to the central monitoring and dispatching system.
4. A train management method, applied to a central monitoring and dispatching system, comprising:
monitoring communication states with each train;
if the communication interruption of the fault train is monitored to exceed the set duration, screening a target train from the current running trains;
and sending the first position information of the fault train to the target train so that the target train provides a route strategy for the fault train according to the first position information, wherein the route strategy is that a temporary platform set is determined according to the road information of the fault train, a target temporary platform is determined according to the running direction of the fault train and the relative positions of each temporary platform in the temporary platform set and the fault train, and a route strategy of the fault train is generated according to the first position information and the target temporary platform, and the target train sends a control signal to a track side system so that the track side system guides the fault train to run to a designated position according to the control signal.
5. The method of claim 4, wherein the screening the target train from the currently running trains comprises:
acquiring the first position information of the fault train from a track side system, and screening out a target train according to the first position information and the position of the currently running train; or,
and receiving the first position information of the fault train sent by the adjacent trains of the fault train, and screening out a target train according to the first position information and the position of the currently operated train.
6. The method of claim 5, wherein the screening the target train based on the first location information and the location of the currently operating train comprises:
determining a first train set in a specified range of the fault train according to the first position information;
screening a second train set according to the running direction of each train in the first train set;
and screening the train closest to the fault train from the second train set to serve as the target train.
7. A method of train management, comprising:
monitoring the communication state with each train through a central monitoring and scheduling system;
if the communication interruption of the fault train is monitored to exceed the set duration, a central monitoring and scheduling system screens out a target train from the current running trains;
the first position information of the fault train is sent to the target train through a central monitoring and dispatching system;
providing a route strategy for the fault train according to the first position information through the target train, wherein the route strategy is that a temporary platform set is determined according to the road information of the fault train, a target temporary platform is determined according to the running direction of the fault train and the relative positions of each temporary platform in the temporary platform set and the fault train, and the route strategy of the fault train is generated according to the first position information and the target temporary platform;
and sending a control signal to a track side system through the target train so that the track side system guides the fault train to travel to a designated position according to the control signal.
8. A train management apparatus, for use with a train, comprising:
the receiving module is used for receiving a train control task sent by the central monitoring and dispatching system, wherein the train control task carries first position information of a fault train;
the determining module is used for determining a route strategy of the fault train according to the first position information and the road information of the fault train;
the first sending module is used for sending a control signal to a track side system according to the route strategy so that the track side system can guide the fault train to travel to a designated position according to the control signal;
the determining module is used for determining a temporary platform set according to road information of the fault train; determining a target temporary platform according to the running direction of the fault train and the relative positions of each temporary platform in the temporary platform set and the fault train; and generating a route strategy of the fault train according to the first position information and the target temporary station.
9. A train management apparatus for use in a central supervisory dispatch system comprising:
the monitoring module is used for monitoring the communication state with each train;
the screening module is used for screening a target train from the current running trains if the communication interruption of the fault train is monitored to exceed the set duration;
and the second sending module is used for sending the first position information of the fault train to the target train so that the target train provides a route strategy for the fault train according to the first position information, wherein the route strategy is that a temporary platform set is determined according to the road information of the fault train, a target temporary platform is determined according to the running direction of the fault train and the relative positions of each temporary platform in the temporary platform set and the fault train, and a route strategy of the fault train is generated according to the first position information and the target temporary platform, and the target train sends a control signal to a track side system so that the track side system guides the fault train to run to a designated position according to the control signal.
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| CN117775079B (en) * | 2024-02-23 | 2024-05-14 | 上海富欣智能交通控制有限公司 | Control method and device for door fault alignment isolation based on data table |
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| CN105480259B (en) * | 2015-11-24 | 2017-09-19 | 交控科技股份有限公司 | The drive manner and system of a kind of full-automatic driving train |
| CN107640164A (en) * | 2017-10-30 | 2018-01-30 | 成都九壹通智能科技股份有限公司 | A kind of train automated driving system based on UWB communications with ranging |
| CN109625031B (en) * | 2018-11-13 | 2020-09-25 | 交控科技股份有限公司 | Non-communication vehicle operation method and control system for simplifying track occupation detection equipment |
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| CN111776013A (en) * | 2020-05-29 | 2020-10-16 | 卡斯柯信号有限公司 | Train autonomous control system and method based on vehicle-to-vehicle communication |
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