CN119898383A - Train control mode switching method, device, electronic equipment and train - Google Patents
Train control mode switching method, device, electronic equipment and train Download PDFInfo
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- CN119898383A CN119898383A CN202510068303.5A CN202510068303A CN119898383A CN 119898383 A CN119898383 A CN 119898383A CN 202510068303 A CN202510068303 A CN 202510068303A CN 119898383 A CN119898383 A CN 119898383A
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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
- B61L27/20—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
- 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
- B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
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- Electric Propulsion And Braking For Vehicles (AREA)
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Abstract
本公开提供了一种列车控制模式的切换方法，可以应用于轨道交通控制技术领域。该方法包括：获取列车的状态信息，其中，状态信息包括控车权信息和驾驶状态信息；以及基于控车权信息、驾驶状态信息和映射关系，切换或保持列车的控车模式，其中，控车模式包括城际模式、城轨模式和人工模式，映射关系表征城际模式、城轨模式和人工模式与多个条件信息之间的对应关系。本公开还提供了一种列车控制模式的切换装置、电子设备及列车。
The present disclosure provides a method for switching a train control mode, which can be applied to the field of rail transit control technology. The method includes: obtaining the status information of the train, wherein the status information includes vehicle control right information and driving status information; and switching or maintaining the vehicle control mode of the train based on the vehicle control right information, driving status information and mapping relationship, wherein the vehicle control mode includes intercity mode, urban rail mode and manual mode, and the mapping relationship represents the correspondence between the intercity mode, urban rail mode and manual mode and multiple condition information. The present disclosure also provides a train control mode switching device, electronic equipment and train.
Description
Technical Field
The disclosure relates to the technical field of rail transit control, in particular to a method and a device for switching a train control mode, electronic equipment and a train.
Background
At present, inter-city railways mainly adopt CTCS train control systems, and urban rails mainly adopt CBTC train control systems. The inter-city railway CTCS train control system and the city railway CBTC train control system are not unified in the aspects of interfaces, systems, functions and the like, cannot be directly adapted to a train network control system, and cannot be compatibly realized. In the related art, the coordinated coexistence among different train control systems is realized mainly through the technologies of protocol adaptation (for example, converting the control command of the inter-city railway CTCS with the instruction format of the urban rail line CBTC), interface standardization (for example, adopting a standard data format based on XML or JSON so that two systems can share and understand the data of the other party) and the like.
The inventor finds that the related art aims at a train adapting to various train control systems, and has the defects that when different train control systems all have own communication protocols, data structures and control logic and perform protocol adaptation, an additional gateway or conversion layer is required to be developed to realize communication among different systems, the complexity of system design and implementation is increased, meanwhile, risks such as communication delay or data loss can be brought, and the like, and the protocol adaptation and interface conversion require to introduce additional processing steps, so that the performance of the system is reduced in response speed and data transmission efficiency, and the actual requirements are difficult to meet.
Disclosure of Invention
In view of the foregoing, the present disclosure provides a method, apparatus, device, storage medium, program product, and train for switching a train control mode.
According to a first aspect of the present disclosure, a method for switching a train control mode is provided, which includes acquiring state information of a train, wherein the state information includes control right information and driving state information, and switching or maintaining the control mode of the train based on the control right information, the driving state information and a mapping relation, wherein the control mode includes an inter-city mode, an urban rail mode and a manual mode, and the mapping relation characterizes correspondence between the inter-city mode, the urban rail mode and the manual mode and a plurality of condition information.
According to an embodiment of the present disclosure, the plurality of condition information includes switch information, controller information, and fault information, the controller information includes first controller information, the mapping relationship is determined by determining an initial control mode based on the switch information, the first controller information, and the fault information, and switching the train to an inter-city mode or an urban rail mode if the initial control mode is a non-manual mode and the condition information is satisfied.
According to the embodiment of the disclosure, the controller information further comprises second controller information, the control right information comprises inter-city control right information, and the step of switching the train to the inter-city mode or the urban rail mode when the initial control mode is a non-manual mode and the condition information is met comprises the step of switching the train to the inter-city mode when the initial control mode is a non-manual mode and the second controller information, the inter-city control right information and the driving state information meet the corresponding preset condition information.
According to the embodiment of the disclosure, the control right information further comprises urban rail control right information, and the step of switching the train to the inter-urban mode or the urban rail mode when the initial control mode is a non-manual mode and the condition information is met comprises the step of switching the train to the urban rail mode when the initial control mode is a non-manual mode and the second controller information, the urban rail control right information and the driving state information meet the respective corresponding preset condition information.
According to the embodiment of the disclosure, the method further comprises controlling the train based on the target mode and the target instruction corresponding to the target mode when the train control mode is switched to the target mode.
According to the embodiment of the disclosure, the method further comprises the step of braking the train when the inter-city mode and the urban rail mode are target states, and the time length corresponding to the target states is greater than a preset duration threshold value.
According to the embodiment of the disclosure, the target state comprises a valid state, and the method further comprises determining the manual mode as the vehicle control mode in the case that the inter-city mode, the urban rail mode, the manual mode and the corresponding instruction are valid.
According to the embodiment of the disclosure, the method further comprises the step of transmitting a control instruction by using the target equipment to control the train in the case that the network state of the train is an abnormal state.
The second aspect of the disclosure provides a switching device of a train control mode, which comprises a state information acquisition module and a mode switching module, wherein the state information acquisition module is used for acquiring state information of a train, the state information comprises control right information and driving state information, and the mode switching module is used for switching or maintaining the control mode of the train based on the control right information, the driving state information and a mapping relation, the control mode comprises an inter-city mode, an urban rail mode and a manual mode, and the mapping relation represents the corresponding relation among the inter-city mode, the urban rail mode and the manual mode and a plurality of condition information.
A third aspect of the present disclosure provides an electronic device comprising one or more processors and a memory for storing one or more programs, wherein the one or more programs, when executed by the one or more processors, cause the one or more processors to perform the above-described method.
A fourth aspect of the present disclosure also provides a computer-readable storage medium having stored thereon executable instructions that, when executed by a processor, cause the processor to perform the above-described method.
A fifth aspect of the present disclosure also provides a computer program product comprising a computer program which, when executed by a processor, implements the above method.
The fifth aspect of the present disclosure also provides a train including a target device for transmitting a control instruction to control the train, and a switching device of a train control mode.
According to the switching method, the device, the equipment, the storage medium, the program product and the train of the train control mode, seamless and dynamic switching of the train between different train control mode models can be realized through the acquired train control right information, driving state information and mapping relation, and as different train control modes are switched or kept based on the mapping relation between different modes and condition information, the self-adaptive adjustment of different train control systems under different operation scenes and complex conditions can be realized, communication delay and data loss risks existing in the traditional technology through protocol adaptation or interface standardization are avoided, the implementation method is simple, flexible adaptation of the system under different conditions is ensured, and the accuracy and the effectiveness of the train control function are further ensured.
Drawings
The above and other objects, features and advantages of the present disclosure will become more apparent from the following description of embodiments thereof with reference to the accompanying drawings in which:
FIG. 1 schematically illustrates a method, apparatus, device, storage medium, program product, and application scenario diagram of a train control mode switching in accordance with an embodiment of the present disclosure;
FIG. 2 schematically illustrates a flow chart of a method of switching a train control mode in accordance with an embodiment of the present disclosure;
FIG. 3 schematically illustrates an example diagram of a method of determining a train control mode in accordance with an embodiment of the present disclosure;
FIG. 4 schematically illustrates an example diagram of a train control instruction output method according to an embodiment of the present disclosure;
FIG. 5 schematically illustrates an example diagram of an abnormal operating condition handling process according to an embodiment of the present disclosure;
fig. 6 schematically shows a block diagram of a switching device of a train control mode according to an embodiment of the present disclosure;
fig. 7 schematically illustrates a block diagram of an electronic device adapted to implement a switching method of a train control mode according to an embodiment of the present disclosure.
Detailed Description
Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. It should be understood that the description is only exemplary and is not intended to limit the scope of the present disclosure. In the following detailed description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the embodiments of the present disclosure. It may be evident, however, that one or more embodiments may be practiced without these specific details. In addition, in the following description, descriptions of well-known structures and techniques are omitted so as not to unnecessarily obscure the concepts of the present disclosure.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. The terms "comprises," "comprising," and/or the like, as used herein, specify the presence of stated features, steps, operations, and/or components, but do not preclude the presence or addition of one or more other features, steps, operations, or components.
All terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art unless otherwise defined. It should be noted that the terms used herein should be construed to have meanings consistent with the context of the present specification and should not be construed in an idealized or overly formal manner.
Where a convention analogous to "at least one of A, B and C, etc." is used, in general such a convention should be interpreted in accordance with the meaning of one of skill in the art having generally understood the convention (e.g., "a system having at least one of A, B and C" would include, but not be limited to, systems having a alone, B alone, C alone, a and B together, a and C together, B and C together, and/or A, B, C together, etc.).
In the technical solution of the present disclosure, the related user information (including, but not limited to, user personal information, user image information, user equipment information, such as location information, etc.) and data (including, but not limited to, data for analysis, stored data, displayed data, etc.) are information and data authorized by the user or sufficiently authorized by each party, and the related data is collected, stored, used, processed, transmitted, provided, disclosed, applied, etc. in compliance with relevant laws and regulations and standards, necessary security measures are taken, no prejudice to the public order colloquia is provided, and corresponding operation entries are provided for the user to select authorization or rejection.
In the process of designing the disclosure, the inventor finds that in the related art, aiming at trains adapting to various train control systems, different train control systems all have own communication protocols, data structures and control logic, when protocol adaptation is performed, additional gateways or conversion layers are required to be developed to realize communication between different systems, complexity of system design and implementation is increased, risks such as communication delay or data loss can be brought, and additional processing steps are required to be introduced in protocol adaptation and interface conversion, so that performance of the systems is reduced in response speed and data transmission efficiency, and practical requirements are difficult to meet.
In view of this, the present disclosure can realize seamless and dynamic switching between different train control mode models by acquiring the train control right information, driving state information and mapping relation, and because different train control modes are switched or kept based on the mapping relation between different modes and condition information, the present disclosure can meet the requirements that different train control systems perform self-adaptive adjustment under different operation scenes and complex conditions, avoiding the communication delay and data loss risk existing in the conventional technology through protocol adaptation or interface standardization, and the implementation method is simple, ensures flexible adaptation of the system under different conditions, and further ensures the accuracy and effectiveness of the train control function.
The embodiment of the disclosure provides a method, a device, equipment, a storage medium, a program product and a train for switching a train control mode, wherein the method comprises the steps of obtaining state information of the train, wherein the state information comprises train control right information and driving state information; and switching or maintaining a train control mode of the train based on the train control right information, the driving state information and the mapping relation, wherein the train control mode comprises an inter-city mode, an urban rail mode and a manual mode, and the mapping relation characterizes the correspondence relation among the inter-city mode, the urban rail mode, the manual mode and the plurality of condition information.
Fig. 1 schematically illustrates an application scenario diagram of a method, an apparatus, a device, a storage medium, a program product, and a train for switching a train control mode according to an embodiment of the present disclosure.
As shown in fig. 1, the application scenario according to this embodiment may include a first terminal device 101, a second terminal device 102, a third terminal device 103, a network 104, a server 105, and a detection device 106. The network 104 is a medium used to provide a communication link between the first terminal device 101, the second terminal device 102, the third terminal device 103, and the server 105. The network 104 may include various connection types, such as wired, wireless communication links, or fiber optic cables, among others.
The detection device 106 may be configured to detect an area where the train is located at a certain moment, for example, at a moment a, when the detection device 106 detects that the train is located in an intermediate transition area between an inter-city operation area and an urban rail operation area, then a transition of the train control mode may be triggered at this time. It is understood that the detection device 106 may be part of a train control device. The specific type of the detection device 106 may be set according to actual requirements, for example, detecting the position of the train through the conduction of current in an orbital circuit, or using the position information determined by an Enhanced Global Navigation Satellite System (EGNSS) combined with a Global Navigation Satellite System (GNSS) and ground enhancement technology, or may be a train-mounted sensor (for example, inertial navigation system INS), or the train exchanges information with a ground control center in real time through a wireless communication system. The train may transmit the location information via the communication device while receiving the control signal, without limitation.
The user may interact with the server 105 through the network 104 using at least one of the first terminal device 101, the second terminal device 102, the third terminal device 103, to receive or send messages, etc. Various communication client applications, such as a shopping class application, a web browser application, a search class application, an instant messaging tool, a mailbox client, social platform software, etc. (by way of example only) may be installed on the first terminal device 101, the second terminal device 102, and the third terminal device 103.
The first terminal device 101, the second terminal device 102, the third terminal device 103 may be various electronic devices having a display screen and supporting web browsing, including but not limited to smartphones, tablets, laptop and desktop computers, and the like.
The server 105 may be a server providing various services, such as a background management server (by way of example only) providing support for websites browsed by the user using the first terminal device 101, the second terminal device 102, and the third terminal device 103. The background management server may analyze and process the received data such as the user request, and feed back the processing result (e.g., the web page, information, or data obtained or generated according to the user request) to the terminal device.
It should be noted that, the method for switching the train control mode provided in the embodiments of the present disclosure may be generally performed by the server 105. Accordingly, the switching device of the train control mode provided in the embodiments of the present disclosure may be generally disposed in the server 105. The method for switching the train control mode provided by the embodiment of the present disclosure may also be performed by a server or a server cluster that is different from the server 105 and is capable of communicating with the first terminal device 101, the second terminal device 102, the third terminal device 103, and/or the server 105. Accordingly, the switching device of the train control mode provided in the embodiment of the present disclosure may also be provided in a server or a server cluster that is different from the server 105 and is capable of communicating with the first terminal device 101, the second terminal device 102, the third terminal device 103 and/or the server 105.
It should be understood that the number of terminal devices, networks and servers in fig. 1 is merely illustrative. There may be any number of terminal devices, networks, and servers, as desired for implementation.
The method for switching the train control mode according to the disclosed embodiment will be described in detail with reference to fig. 2 to 5 based on the scenario described in fig. 1.
Fig. 2 schematically illustrates a flowchart of a method of switching a train control mode according to an embodiment of the present disclosure.
As shown in fig. 2, the switching method of the train control mode in this embodiment includes operations S210 to S220.
In operation S210, status information of a train is acquired, wherein the status information includes control right information and driving status information.
In embodiments of the present disclosure, the status information may include control right information, driving status information, and position information of the train. The control right information can represent information whether the train corresponds to a plurality of control modes in the current moment to be in an effective state or not, and the control modes can comprise an inter-city mode, an urban rail mode and a manual mode. The driving status information may characterize the current train as being in an autonomous driving or manual driving mode. The position information of the train can be acquired in real time through the detection equipment.
In operation S220, a train control mode of the train is switched or maintained based on the train control right information, the driving state information, and the mapping relationship, wherein the train control mode includes an inter-city mode, an urban rail mode, and a manual mode, and the mapping relationship characterizes correspondence between the inter-city mode, the urban rail mode, and the manual mode, and the plurality of condition information.
In embodiments of the present disclosure, the condition information may characterize a plurality of status judgment conditions of the train, including switch information, controller information, and fault information. The controller information may include cab control information and controller information, and the fault information may be information that characterizes that either the inter-city mode or the urban rail mode is an invalid state in an abnormal or fault state. The correspondence between the inter-city pattern, the city rail pattern, and the manual pattern and the plurality of condition information may include a manual pattern mapping relationship, an inter-city pattern mapping relationship, and a city rail pattern mapping relationship. It can be appreciated that the location information of the train may include an inter-city operation area and an urban rail operation area, and when the train is in an intermediate transition area between the inter-city operation area and the urban rail operation area, the train control mode may be switched to meet the mode control requirement.
In a feasible embodiment, whether the train is in an artificial mode at the target moment can be determined according to the direction switch information, the controller information and the fault information, the target train control mode of the train at the target moment can be determined to be an inter-city mode or an urban rail mode through the control right information, the controller information, the driving state information and the position information of the train under the condition that the current non-artificial mode is determined, and then the current train control mode is switched under the condition that the current train control mode does not meet the target train control mode, and the current train control mode is kept under the condition that the current train control mode meets the target train control mode.
In one possible embodiment, the mapping relationship may also characterize the relationship between different modes of operation (inter-urban mode, urban rail mode, manual mode) and control rights, driving status, train position, track type, etc. For example, a mapping table may be generated according to the control right information and the driving state information. When the running speed of the train is detected to be greater than a certain threshold value and the track type is an inter-city track, switching to an inter-city mode, but when the running speed of the train is detected to be lower on the city track, the mode can be kept or switched to the city track mode, and when the condition that a driver takes over control is detected, switching to a manual mode.
For example, real-time data can be acquired through a sensor, a global positioning system, an automatic train control system (ATC), a vehicle information acquisition system and the like, the acquired real-time information is transmitted to the train control system for processing, and the train control system performs real-time analysis and decision making through an algorithm based on the acquired right-to-control information and driving state information and in combination with a preset mapping rule. For example, a rule engine, fuzzy logic control, machine learning algorithm may be used to optimize the decision, and when the decision system determines the need to switch modes, the train control system may instruct the train control system (e.g., CSTC2 ATO control system) via the communication network to perform the mode switching operation.
According to the embodiment of the disclosure, seamless and dynamic switching of the train among different train control mode models can be realized through the acquired train control right information, driving state information and mapping relation, and as different train control modes are switched or kept based on the mapping relation between different modes and condition information, the self-adaptive adjustment of different train control systems under different operation scenes and complex conditions can be realized, communication delay and data loss risks existing in the traditional technology through protocol adaptation or interface standardization are avoided, the implementation method is simple, flexible adaptation of the system under different conditions is ensured, and the accuracy and effectiveness of the train control function are further ensured.
It will be appreciated that the above has described how to switch or maintain the train control mode of the train, and the following description will be given of how to determine the mapping relationship.
According to an embodiment of the present disclosure, the plurality of condition information includes switch information, controller information, and fault information, the controller information includes first controller information, the mapping relationship is determined by determining an initial control mode based on the switch information, the first controller information, and the fault information, and switching the train to an inter-city mode or an urban rail mode if the initial control mode is a non-manual mode and the condition information is satisfied.
In embodiments of the present disclosure, the switch information may characterize the directional switch status information of the train. When the direction switch is not in the forward position, the train control system of the train is in a reversing mode or is in wrong direction setting, so that the correct operation of the train needs to be ensured through a manual mode. The first controller information may characterize state information of the controller. When the controller is not in the zero position, the controller is in an operation state, the train is in a manual intervention state or the operation process is abnormal, and the correct operation of the train is ensured by a manual mode. The initial control mode may include a manual mode and a non-manual mode.
For example, in the case where the direction switch is not in the forward position, the driver is not in at least any one of the zero position, the inter-urban mode, and the urban rail mode is the fault isolation state (invalid state), the current manual mode is determined.
For example, when the initial mode is a non-manual mode, it may be determined whether the train control mode of the train in the future target time period is an inter-city mode or an urban rail mode according to the control right information, the driving state information, the controller information, the position information and the mapping relationship, so as to switch or maintain the current control mode.
According to the embodiment of the disclosure, the rail resources can be better utilized by intelligently scheduling and switching to the inter-city mode or the urban rail mode, so that the dead-spot rate and the transportation efficiency of the train are reduced and improved. Meanwhile, under the non-manual control mode, the automatic control system can adjust the running parameters of the train according to the real-time data, so that the running energy consumption and the running and maintenance cost are reduced.
It will be appreciated that an example of how the mapping relationship is determined has been described above and that an explanation of how the inter-urban mode is determined will be described below.
According to the embodiment of the disclosure, the controller information further comprises second controller information, the control right information comprises inter-city control right information, and the step of switching the train to the inter-city mode or the urban rail mode when the initial control mode is a non-manual mode and the condition information is met comprises the step of switching the train to the inter-city mode when the initial control mode is a non-manual mode and the second controller information, the inter-city control right information and the driving state information meet the corresponding preset condition information.
In the embodiment of the disclosure, taking the inter-city railway as a CTCS2 train control system and the city railway as a CBTC train control system as an example, the control right information can comprise CTCS2 control right valid and CBTC control right valid, and the driving state information can comprise CTCS2 ATO state and CBTC ATO state. The second controller information may be indicative of a cab key-on status.
For example, in the case where the initial control mode is a non-manual mode, CTCS2 control right is valid, a cab key is in an on state (the cab of the host vehicle is occupied), CTCS2 ATO is in an active state, and CBTC control right is not valid, the control mode of the current train may be determined as an inter-city mode.
It will be appreciated that an example of how to determine the inter-urban mode has been described above and that a description of how to determine the urban rail mode will be provided below.
According to the embodiment of the disclosure, the control right information further comprises urban rail control right information, and the step of switching the train to the inter-urban mode or the urban rail mode when the initial control mode is a non-manual mode and the condition information is met comprises the step of switching the train to the urban rail mode when the initial control mode is a non-manual mode and the second controller information, the urban rail control right information and the driving state information meet the respective corresponding preset condition information.
In the embodiment of the disclosure, in the initial control mode of a non-manual mode, the CBTC control right is valid, the cab key is in an on state (the cab of the host vehicle is occupied), the CBTC ATO is in an active state, and the CTCS2 control right is not valid, the control mode of the current train may be determined as the urban rail mode.
Fig. 3 schematically illustrates an example diagram of a method of determining a train control mode according to an embodiment of the present disclosure.
As shown in fig. 3, the method for determining the train control mode may include operations S301 to S308.
In operation S301, it may be detected whether both CTCS2 and CBTC are in a fault isolation state in a state where the driver' S cab of the host vehicle is occupied. In the case where both CTCS2 and CBTC are in a fault isolation state, a manual mode is determined.
In operation S302, it is detected whether the direction switch is in the forward position or the controller is in the zero position in the case that the CTCS2 and CBTC are not all in the fault isolation state. The manual mode is determined in a state in which the direction switch is not in the forward position or the driver is not in the zero position.
In operation S303, in a state where the direction switch is in the forward position and the controller is in the zero position, it is detected whether the CTCS2 control right is valid, and it is initially detected whether the CBTC control right is valid.
In operation S304, it is detected whether CTCS2 ATO is valid in a state where the validity of the control authority of CTCS2 is detected.
In operation S305, CTCS2 (inter city mode) is determined in a state where the CTCS2 control right is detected to be valid, the CBTC control right is detected to be invalid, and CTCS2 ATO is detected to be valid.
In operation S306, in a state where the CTCS2 control is detected to be invalid, it is further determined whether the CBTC control is valid.
In operation S307, in a state where the CBTC control right is detected to be valid, it is detected whether the CTCS2 control right is invalid.
In operation S308, a CBTC mode (urban rail mode) is determined in a state in which CBTC control authority is detected to be valid, CTCS2 control authority is detected to be invalid, and CBTC ATO state is detected to be valid.
It will be appreciated that an example of how to determine the urban rail mode has been described above and how to control the train will be described below.
According to the embodiment of the disclosure, the method further comprises controlling the train based on the target mode and the target instruction corresponding to the target mode when the train control mode is switched to the target mode.
In an embodiment of the present disclosure, the target instruction may characterize a control instruction corresponding to a target pattern for the target time. The target command may be determined based on a control mode at the target time, including, but not limited to, a traction command, a braking command, a speed limit command, a steering control command, a door control command, an automatic park command, and the like.
Fig. 4 schematically illustrates an example diagram of a train control instruction output method according to an embodiment of the present disclosure.
As shown in fig. 4, the method for determining the train control mode may include operations S401 to S404. And detecting whether the current train control mode is a manual mode or not in the state that the cab of the train is occupied.
In operation S401, in case that it is detected that the train control mode of the current train is the manual mode, the manual train control command 410 may be transmitted to a plurality of controllers (e.g., traction controller, brake controller) through the network control system.
In operation S402, in case that the train control mode of the current train is detected as the non-manual mode and in case that the train control mode is detected as the CTCS2 mode (inter-city mode), the CTCS2 train control command 420 may be transmitted to the plurality of controllers through the network control system.
In operation S403, in case that it is detected that the train control mode of the current train is not the CTCS2 mode and in case that it is detected that the train control mode of the current train is the CBTC mode, the CBTC train control command 430 may be transmitted to a plurality of controllers through the network control system.
In operation S404, if it is detected that the current train control mode is not the manual mode, the urban rail mode or the inter-urban mode, the cycle detection of the train control mode may be performed until the output of the control command is satisfied, so as to control the train.
It will be appreciated that an example of how the train is controlled has been described above and that a braking process will be described below.
According to the embodiment of the disclosure, the method further comprises the step of braking the train when the inter-city mode and the urban rail mode are target states, and the time length corresponding to the target states is greater than a preset duration threshold value.
In embodiments of the present disclosure, the target states may include a mode active state and a mode inactive state. The preset duration threshold may characterize a duration threshold for which a certain train pattern is detected. For example, in the process of switching the vehicle control mode, a state that the inter-city mode and the urban rail mode are simultaneously active or simultaneously inactive is detected, and when the duration of the state exceeds a preset duration threshold (for example, 2 seconds), the state is determined to be abnormal information, an alarm is given, and emergency braking is adopted.
In one possible embodiment, in the process of switching different vehicle control modes, a switching time length threshold value can be set, and when detecting that the switching time length of the two different modes exceeds the switching time length threshold value, emergency braking is determined to be performed for abnormal information, and a vehicle control instruction of a manual mode is acquired. For example, the train control system adopts the effective signal of the current equipment, and can set 1 second switching delay in the switching process of the train control mode, so that the situation that the double-row control system is not operated or is operated in the switching process is avoided. And in the switching process, maintaining the current system effective state until the switching is completed.
FIG. 5 schematically illustrates an example diagram of an abnormal operating condition handling process according to an embodiment of the present disclosure.
As shown in FIG. 5, the abnormal condition handling process method may include operations S501-S506.
In operation S501, in a state where the driver' S cab of the host vehicle is occupied, in a state where the switch direction is detected to be in a forward position and the driver is detected to be in a zero position, the control right information and the fault information may be detected.
In operation S502, in case it is detected that the CTCS2 control right is valid, it is further detected whether the CBTC control right is valid.
In operation S503, if it is detected that the CBTC control right is valid, it is further detected whether the duration of the state exceeds a duration threshold;
In operation S504, in the case that CTCS2 control right is detected to be invalid and CBTC control right is detected to be invalid, it is further detected whether CTCS2 and CBTC control modes are failsafe.
In operation S505, in case that it is detected that the CTCS2 and the CBTC traffic control mode are not all fault isolated, it is further detected whether the duration of the state exceeds a duration threshold.
In operation S506, if any one of the above durations exceeds the preset duration threshold, it is determined that the train is currently in an abnormal condition and emergency braking is performed through the network control system.
According to the embodiment of the disclosure, by setting the preset time length threshold and the switching time length threshold, particularly in a rail transit environment aiming at high-frequency words and high safety requirements, stable transition of a train control system during switching can be ensured, double control conflict, control loss, system misoperation and potential safety hazards are avoided, and therefore stability, safety and reliability of the whole system are improved.
It will be appreciated that an example of how the braking process is performed has been described above and that a description will be given below of how the manual mode is determined.
According to the embodiment of the disclosure, the target state comprises a valid state, and the method further comprises determining the manual mode as the vehicle control mode in the case that the inter-city mode, the urban rail mode, the manual mode and the corresponding instruction are valid.
In the embodiment of the disclosure, when detecting that control instructions corresponding to at least two modes of an inter-city mode, an inter-city rail mode and a manual mode are valid, the monitoring equipment of the train confirms the fault mode and alarms, and simultaneously sends fault signals to an inter-city train control system and an inter-city rail train control system.
For example, CTCS2 train control system and CBTC train control system may send conflicting instructions because of different scheduling strategies, or instructions manually sent by a human operator conflict with instructions of an automatic control system, resulting in a train being unable to explicitly execute which instruction. In such a case, the system needs to be able to detect these collisions in time to prevent uncontrolled or erroneous operation of the train.
For example, a fault signal may be sent to the CTCS2 train control system and the CBTC train control system, and after the fault signal is received, the fault signal may be sent to the CTCS2 train control system and the CBTC train control system to enter a fault detection mode, and a safety accident due to command collision is prevented by self-checking, stopping or switching to a safety mode.
According to the embodiment of the disclosure, by detecting command conflicts or inconsistencies among a plurality of train control systems in real time, faults can be rapidly identified and an alarm can be issued. Through a fault detection mechanism, potential safety hazards or uncontrolled train conditions caused by command collision can be effectively prevented, and high reliability and safety of the system are ensured. The monitoring equipment can identify and process conflict instructions from a plurality of control systems, has certain fault tolerance, can take corresponding error correction measures when an abnormality occurs, and can ensure that the train is in a safe and controlled state.
It will be appreciated that the above has described an example of how to determine the manual mode and that further description will be made of how to control the train in the event of network anomalies.
According to the embodiment of the disclosure, the method further comprises the step of transmitting a control instruction by using the target equipment to control the train in the case that the network state of the train is an abnormal state.
In embodiments of the present disclosure, the target device may include a relay and a hard-wired device. In an abnormal state, the manner in which the control command is transmitted by the target device to control the train may include train control system design, control mechanism of the target device, and transmission of the train control command.
In an embodiment of the present disclosure, to ensure that trains can still be safely and efficiently controlled in the event of a network control system failure, the train control system may include redundant control channels, automatic failure detection and switching mechanisms. The redundant control system can be designed to comprise a network control system (such as a CBTC system and a CTCS2 control system) and also comprise a manual control mode (realized by a relay and a hardware circuit). When the network control system fails, the system can be switched to a manual control mode quickly, and the train can continue to run safely. When the network control system fails, the system can automatically detect and switch to a manual control mode, and through setting up a failure monitoring and alarming mechanism, a failure signal can be captured and manual switching can be triggered.
For example, when the control mode is manually switched, the train control system can transmit control instructions through a hard wire and a relay, the implementation mode can comprise that the control signals can be switched through the relay, the relay can play a role of a switch in an electric loop, the control instructions can be switched from the network control system to the manual control system, and in the manual mode, the relay is connected with the train control system and the manual control equipment (such as a manual control console, a button and the like) and is connected between the control system and an actuator (such as traction system, braking system and the like) through the hard wire, and the control instructions of traction, braking and the like are transmitted.
In the embodiment of the disclosure, the manual mode can be set to be the highest priority, for example, the manual mode command is acquired when the signal acquisition to direction switch is not in the forward position or the driver is not in the zero position, and the vehicle acquires the manual mode command when the double-row control system is isolated from faults.
Based on the method for switching the train control mode, the invention further provides a device for switching the train control mode. The device will be described in detail below in connection with fig. 6.
Fig. 6 schematically shows a block diagram of a switching device of a train control mode according to an embodiment of the present disclosure.
As shown in fig. 6, the switching device of the train control mode of this embodiment includes a status information acquisition module 610 and a mode switching module 620.
The status information obtaining module 610 is configured to obtain status information of a train, where the status information includes control right information and driving status information. In an embodiment, the status information obtaining module 610 may be configured to perform the operation S210 described above, which is not described herein.
The mode switching module 620 is configured to switch or maintain a train control mode of the train based on the train control right information, the driving state information, and the mapping relationship, where the train control mode includes an inter-city mode, an urban rail mode, and a manual mode, and the mapping relationship characterizes correspondence between the inter-city mode, the urban rail mode, and the manual mode and the plurality of condition information. In an embodiment, the mode switching module 620 may be used to perform the operation S220 described above, which is not described herein.
According to the embodiment of the disclosure, by the state information acquisition module 610 and the mode switching module 620 in the switching device of the train control mode, seamless and dynamic switching of the train between different train control mode models can be realized by the acquired train control right information, driving state information and mapping relation, and as different train control modes are switched or maintained based on the mapping relation between different modes and condition information, the self-adaptive adjustment of different train control systems under different operation scenes and complex conditions can be satisfied, the communication delay and data loss risk existing by protocol adaptation or interface standardization in the prior art are avoided, the implementation method is simple, flexible adaptation of the system under different conditions is ensured, and the accuracy and the effectiveness of the train control function are further ensured.
According to an embodiment of the present disclosure, the plurality of condition information includes switch information, controller information, and fault information, the controller information includes first controller information, the mapping relationship is determined by determining an initial control mode based on the switch information, the first controller information, and the fault information, and switching the train to an inter-city mode or an urban rail mode if the initial control mode is a non-manual mode and the condition information is satisfied.
According to the embodiment of the disclosure, the controller information further comprises second controller information, the control right information comprises inter-city control right information, and the step of switching the train to the inter-city mode or the urban rail mode when the initial control mode is a non-manual mode and the condition information is met comprises the step of switching the train to the inter-city mode when the initial control mode is a non-manual mode and the second controller information, the inter-city control right information and the driving state information meet the corresponding preset condition information.
According to the embodiment of the disclosure, the control right information further comprises urban rail control right information, and the step of switching the train to the inter-urban mode or the urban rail mode when the initial control mode is a non-manual mode and the condition information is met comprises the step of switching the train to the urban rail mode when the initial control mode is a non-manual mode and the second controller information, the urban rail control right information and the driving state information meet the respective corresponding preset condition information.
According to the embodiment of the disclosure, the device further comprises a train control module, wherein the train control module is used for controlling the train based on the target mode and the target instruction corresponding to the target mode when the train control mode is switched to the target mode.
According to the embodiment of the disclosure, the device further comprises a braking module, wherein the braking module is used for braking the train when the inter-city mode and the city rail mode are in target states, and the time length corresponding to the target states is greater than a preset time length threshold.
According to the embodiment of the disclosure, the target state comprises an effective state, and the device further comprises a vehicle control mode determining module, which is used for determining the manual mode as the vehicle control mode when the inter-city mode, the urban rail mode, the manual mode and the corresponding instruction are in the effective state.
According to the embodiment of the disclosure, the device further comprises an instruction transmission module, wherein the instruction transmission module is used for transmitting a control instruction by using the target equipment to control the train when the network state of the train is abnormal.
Any of the plurality of modules of the state information acquisition module 610 and the mode switching module 620 may be combined in one module to be implemented, or any of the plurality of modules may be split into a plurality of modules according to an embodiment of the present disclosure. Or at least some of the functionality of one or more of the modules may be combined with, and implemented in, at least some of the functionality of other modules. According to embodiments of the present disclosure, at least one of the state information acquisition module 610 and the mode switching module 620 may be implemented at least in part as a hardware circuit, such as a Field Programmable Gate Array (FPGA), a Programmable Logic Array (PLA), a system-on-chip, a system-on-substrate, a system-on-package, an Application Specific Integrated Circuit (ASIC), or may be implemented in hardware or firmware in any other reasonable manner of integrating or packaging the circuits, or in any one of or a suitable combination of any of the three. Or at least one of the state information acquisition module 610 and the mode switching module 620 may be at least partially implemented as a computer program module that, when executed, may perform the corresponding functions.
The invention further provides a train based on the switching method and device of the train control mode, and the train comprises target equipment and a switching device of the train control mode, wherein the target equipment is used for transmitting control instructions to control the train.
In an embodiment of the present disclosure, the target device further comprises position information for detecting the train. When the target equipment detects that the train is positioned in the middle transition area between the inter-city operation area and the urban rail operation area at the current moment, the confirmation and the switching of the train control mode can be carried out.
Fig. 7 schematically illustrates a block diagram of an electronic device adapted to implement a switching method of a train control mode according to an embodiment of the present disclosure.
As shown in fig. 7, the electronic device according to the embodiment of the present disclosure includes a processor 701 that can perform various appropriate actions and processes according to a program stored in a Read Only Memory (ROM) 702 or a program loaded from a storage section 708 into a Random Access Memory (RAM) 703. The processor 701 may include, for example, a general purpose microprocessor (e.g., a CPU), an instruction set processor and/or an associated chipset and/or a special purpose microprocessor (e.g., an Application Specific Integrated Circuit (ASIC)), or the like. The processor 701 may also include on-board memory for caching purposes. The processor 701 may comprise a single processing unit or a plurality of processing units for performing different actions of the method flows according to embodiments of the disclosure.
In the RAM 703, various programs and data required for the operation of the electronic apparatus are stored. The processor 701, the ROM 702, and the RAM 703 are connected to each other through a bus 704. The processor 701 performs various operations of the method flow according to the embodiments of the present disclosure by executing programs in the ROM 702 and/or the RAM 703. Note that the program may be stored in one or more memories other than the ROM 702 and the RAM 703. The processor 701 may also perform various operations of the method flow according to embodiments of the present disclosure by executing programs stored in the one or more memories.
According to embodiments of the present disclosure, the electronic device may further include an input/output (I/O) interface 705, the input/output (I/O) interface 705 also being connected to the bus 704. The electronic device may also include one or more of an input portion 706 including a keyboard, mouse, etc., an output portion 707 including a Cathode Ray Tube (CRT), liquid Crystal Display (LCD), etc., and speaker, etc., a storage portion 708 including a hard disk, etc., and a communication portion 709 including a network interface card such as a LAN card, modem, etc., connected to an input/output (I/O) interface 705. The communication section 709 performs communication processing via a network such as the internet. The drive 710 is also connected to an input/output (I/O) interface 705 as needed. A removable medium 711 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, or the like is mounted on the drive 710 as necessary, so that a computer program read therefrom is mounted into the storage section 708 as necessary.
The present disclosure also provides a computer-readable storage medium that may be included in the apparatus/device/system described in the above embodiments, or may exist alone without being assembled into the apparatus/device/system. The computer-readable storage medium carries one or more programs which, when executed, implement methods in accordance with embodiments of the present disclosure.
According to embodiments of the present disclosure, the computer-readable storage medium may be a non-volatile computer-readable storage medium, which may include, for example, but is not limited to, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this disclosure, a computer-readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. For example, according to embodiments of the present disclosure, the computer-readable storage medium may include ROM 702 and/or RAM 703 and/or one or more memories other than ROM 702 and RAM 703 described above.
Embodiments of the present disclosure also include a computer program product comprising a computer program containing program code for performing the methods shown in the flowcharts. The program code is for causing a computer system to implement the method for switching a train control mode provided by the embodiments of the present disclosure when the computer program product is run in the computer system.
The above-described functions defined in the system/apparatus of the embodiments of the present disclosure are performed when the computer program is executed by the processor 701. The systems, apparatus, modules, units, etc. described above may be implemented by computer program modules according to embodiments of the disclosure.
In one embodiment, the computer program may be based on a tangible storage medium such as an optical storage device, a magnetic storage device, or the like. In another embodiment, the computer program may also be transmitted, distributed over a network medium in the form of signals, downloaded and installed via the communication section 709, and/or installed from the removable medium 711. The computer program may comprise program code that is transmitted using any appropriate network medium, including but not limited to wireless, wireline, etc., or any suitable combination of the preceding.
In such an embodiment, the computer program may be downloaded and installed from a network via the communication portion 709, and/or installed from the removable medium 711. The above-described functions defined in the system of the embodiments of the present disclosure are performed when the computer program is executed by the processor 701. The systems, devices, apparatus, modules, units, etc. described above may be implemented by computer program modules according to embodiments of the disclosure.
According to embodiments of the present disclosure, program code for performing computer programs provided by embodiments of the present disclosure may be written in any combination of one or more programming languages, and in particular, such computer programs may be implemented in high-level procedural and/or object-oriented programming languages, and/or assembly/machine languages. Programming languages include, but are not limited to, such as Java, c++, python, "C" or similar programming languages. The program code may execute entirely on the user's computing device, partly on the user's device, partly on a remote computing device, or entirely on the remote computing device or server. In the case of remote computing devices, the remote computing device may be connected to the user computing device through any kind of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or may be connected to an external computing device (e.g., connected via the Internet using an Internet service provider).
The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present disclosure. 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 or flowchart illustration, and combinations of blocks in the block diagrams 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.
Those skilled in the art will appreciate that the features recited in the various embodiments of the disclosure and/or the claims may be combined in various combinations, even if such combinations or combinations are not explicitly recited in the disclosure. In particular, the features recited in the various embodiments of the present disclosure and/or the claims may be variously combined and/or combined without departing from the spirit and teachings of the present disclosure. All such combinations and/or combinations fall within the scope of the present disclosure.
The embodiments of the present disclosure are described above. These examples are for illustrative purposes only and are not intended to limit the scope of the present disclosure. Although the embodiments are described above separately, this does not mean that the measures in the embodiments cannot be used advantageously in combination. The scope of the disclosure is defined by the appended claims and equivalents thereof. Various alternatives and modifications can be made by those skilled in the art without departing from the scope of the disclosure, and such alternatives and modifications are intended to fall within the scope of the disclosure.
Claims (11)
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