CN116424393A - Rescue method and device for fault train and storage medium - Google Patents
Rescue method and device for fault train and storage medium Download PDFInfo
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- CN116424393A CN116424393A CN202210001388.1A CN202210001388A CN116424393A CN 116424393 A CN116424393 A CN 116424393A CN 202210001388 A CN202210001388 A CN 202210001388A CN 116424393 A CN116424393 A CN 116424393A
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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
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The application discloses a rescue method, device and storage medium for a fault train, relates to the technical field of rail transit, and aims to shorten rescue time and improve rescue efficiency. The method comprises the following steps: determining a candidate driving interval according to the position of the fault train, and determining a rescue vehicle on a storage line of the candidate driving interval as a candidate rescue vehicle; determining a candidate rescue route according to the position of the candidate rescue vehicle, the position of the fault train and the running direction before the fault, and determining the rescue time length corresponding to the candidate rescue route; according to the rescue duration, determining a target rescue route from the candidate rescue routes, and determining a target rescue vehicle corresponding to the target rescue route; the control target rescue vehicle runs to the communication range of the fault train according to the target rescue route, and the control target rescue vehicle is in communication interaction with the fault train to realize connection; and after the successful connection is determined, controlling the target rescue vehicle to transport the fault train to the target position.
Description
Technical Field
The embodiment of the application relates to the technical field of rail transit, in particular to a rescue method, device and storage medium for a fault train.
Background
With rapid development of urban rail transit, the degree of automation and intelligence of train operation is increasing, and at present, the full-automatic operation (Fully automatic operation) technology is applied to urban rail transit lines on a large scale. Although the reliability of train operation is greatly improved in the fully automatic operation route as compared with the non-fully automatic operation route, there is still a possibility that the train is forced to stop in the tunnel due to a fault.
When the control center judges that the fault train needs to rescue, passengers on the fault train are firstly evacuated to a station through an interval evacuation channel according to an emergency plan, then passenger trains are scheduled from the vicinity of the fault train, or rescue vehicles are scheduled from a vehicle base to be connected with the fault train, and then the fault train is transported to a storage line of a positive line or returned to the vehicle base for maintenance.
In the rescue method of the fault train, a great amount of time is required for dispatching the rescue vehicle and evacuating passengers, the rescue efficiency is low, and other trains cannot normally run for a long time.
Disclosure of Invention
The application provides a rescue method, device and storage medium for a fault train, which can shorten rescue time and improve rescue efficiency.
In order to achieve the above purpose, the present application adopts the following technical scheme:
in a first aspect, the present application provides a rescue method for a faulty train, applied to a control center, where the method includes: determining a candidate driving interval according to the position of the fault train, and determining a rescue vehicle on a storage line of the candidate driving interval as a candidate rescue vehicle; the candidate driving interval is a line interval between two adjacent stations; then, determining a candidate rescue route according to the position of the candidate rescue vehicle, the position of the fault train and the running direction of the fault train before the fault, and determining the rescue time length corresponding to the candidate rescue route; according to the rescue duration, determining a target rescue route from the candidate rescue routes, and determining a target rescue vehicle corresponding to the target rescue route; then, controlling the target rescue vehicle to travel to the communication range of the fault train according to the target rescue route, and controlling the target rescue vehicle to communicate and interact with the fault train to realize connection; after the successful connection between the target rescue vehicle and the fault train is determined, the target rescue vehicle is controlled to transport the fault train to a target position; the destination position is the stop position of the next station of the fault train before the fault.
According to the technical scheme, the rescue vehicle can be preset on a storage line of the driving interval, when the control center determines that the fault train needs to be rescued, a plurality of candidate driving intervals which are close to the fault train can be determined according to the position of the fault train, and the rescue vehicles on the candidate driving intervals are used as candidate rescue vehicles. And then, the rescue duration of each candidate rescue vehicle for rescuing the fault train can be respectively determined, and the target rescue vehicle is determined from the candidate rescue vehicles according to the rescue duration. According to the technical scheme, the control center can determine the rescue vehicle from the vehicle storage line of the driving interval according to the rescue time length, and compared with the existing mode of taking the rescue vehicle, the rescue efficiency can be greatly improved. In addition, the control center can control the target rescue vehicle to transport the fault train to a target position, wherein the target position is a stop position of the next station before the fault of the fault train, so that the rescue vehicle can directly transport passengers on the fault train to the next station before the fault, and all passengers normally get off the station without evacuating the passengers to the station through an interval evacuation channel. Therefore, the technical scheme provided by the application can also reduce the time for evacuating passengers. Therefore, the technical scheme provided by the application can shorten the rescue time and improve the rescue efficiency.
Optionally, in one possible design manner, the controlling the communication range of the target rescue vehicle to travel to the failure train according to the target rescue route may include:
sending a rescue command to a target rescue vehicle; the rescue instruction comprises a communication identifier of a target rescue route and a fault train; the rescue command is used for indicating the target rescue vehicle to run according to the target rescue route and is used for indicating the target rescue vehicle to continuously search the communication identifier in the running process until the target rescue vehicle is in communication connection with the fault train.
Optionally, in another possible design manner, the rescue command further includes an operation speed after the target rescue vehicle is successfully connected with the fault train, and correspondingly, before the "send rescue command to the target rescue vehicle", the method further includes:
and determining the running speed according to the traction parameter of the target rescue vehicle, the braking parameter of the target rescue vehicle and the load capacity of the fault train.
Optionally, in another possible design manner, the "determining the candidate rescue route according to the location of the candidate rescue vehicle, the location of the failed train and the traveling direction of the failed train before the failure" may include:
determining a rescue position according to the position of the fault train and the running direction of the fault train before the fault;
Determining the positioning/inversion information of a turnout passing between the rescue position and the position of the candidate rescue vehicle according to the train operation scene graph;
and determining a candidate rescue route according to the positioning/inversion information.
Optionally, in another possible design manner, the controlling the communication range of the target rescue vehicle to travel to the failure train according to the target rescue route includes:
and the control target rescue vehicle sends a switch permission request to the switch controller according to the positioning/inversion information corresponding to the target rescue route.
Optionally, in another possible design manner, the "determining the candidate driving interval according to the position of the faulty train" includes:
determining a current driving interval of the fault train according to the position of the fault train;
and determining two driving intervals adjacent to the current driving interval and the current driving interval as candidate driving intervals.
Optionally, in another possible design manner, the controlling the target rescue vehicle to travel to the communication range of the fault train according to the target rescue route and controlling the target rescue vehicle to communicate and interact with the fault train to achieve the linking may include: after the control target rescue vehicle runs to the communication range of the fault train according to the target rescue route, the control fault train sends out voice for prompting passengers that the fault train is to be connected with the target rescue vehicle, and then the control target rescue vehicle and the fault train are in communication interaction to realize connection.
Optionally, in another possible design manner, after the "the control target rescue vehicle transports the faulty train to the destination location", the method further includes:
sending out voice broadcast; the voice broadcast is used for prompting passengers to get off;
and controlling the target rescue vehicle to transport the fault train to an initial train storage line of the target rescue vehicle.
In a second aspect, the present application provides a rescue device for a faulty train, including: a determining module and a control module;
the determining module is used for determining a candidate driving interval according to the position of the fault train and determining a rescue vehicle on a storage line of the candidate driving interval as a candidate rescue vehicle; the candidate driving interval is a line interval between two adjacent stations;
the determining module is also used for determining a candidate rescue route according to the position of the candidate rescue vehicle, the position of the fault train and the running direction of the fault train before the fault, and determining the rescue time length corresponding to the candidate rescue route;
the determining module is also used for determining a target rescue route from the candidate rescue routes according to the rescue time length and determining a target rescue vehicle corresponding to the target rescue route;
the control module is used for controlling the target rescue vehicle to travel to the communication range of the fault train according to the target rescue route and then controlling the target rescue vehicle to communicate and interact with the fault train to realize connection;
The control module is also used for controlling the target rescue vehicle to transport the fault train to a target position after the successful connection between the target rescue vehicle and the fault train is determined; the destination position is the stop position of the next stop of the fault train before the fault.
Optionally, in one possible design manner, the control module is specifically configured to:
sending a rescue command to a target rescue vehicle; the rescue instruction comprises a communication identifier of a target rescue route and a fault train; the rescue command is used for indicating the target rescue vehicle to run according to the target rescue route and is used for indicating the target rescue vehicle to continuously search the communication identifier in the running process until the target rescue vehicle is in communication connection with the fault train.
Optionally, in another possible design manner, the rescue command further includes an operation speed after the target rescue vehicle is successfully connected with the fault train, and the corresponding determining module is further configured to: and determining the running speed according to the traction parameter of the target rescue vehicle, the braking parameter of the target rescue vehicle and the load capacity of the fault train.
Alternatively, in another possible design manner, the determining module is specifically configured to:
determining a rescue position according to the position of the fault train and the running direction of the fault train before the fault;
Determining the positioning/inversion information of a turnout passing between the rescue position and the position of the candidate rescue vehicle according to the train operation scene graph;
and determining a candidate rescue route according to the positioning/inversion information.
Alternatively, in another possible design, the control module is specifically configured to:
and the control target rescue vehicle sends a switch permission request to the switch controller according to the positioning/inversion information corresponding to the target rescue route.
Alternatively, in another possible design manner, the determining module is specifically configured to:
determining a current driving interval of the fault train according to the position of the fault train;
and determining two driving intervals adjacent to the current driving interval and the current driving interval as candidate driving intervals.
Optionally, in another possible design manner, the method further includes: the voice broadcasting module is used for broadcasting the voice,
the voice broadcasting module is used for sending out voice broadcasting; the voice broadcast is used for prompting passengers to get off;
and the control module is also used for controlling the target rescue vehicle to transport the fault train to an initial train storage line of the target rescue vehicle.
Optionally, in another possible design manner, the voice broadcasting module is further configured to send a voice prompt for prompting a passenger that the failed train is to be linked with the target rescue vehicle before the communication interaction between the target rescue vehicle and the failed train is controlled to be linked.
In a third aspect, the present application provides a rescue device for a faulty train, including a memory, a processor, a bus, and a communication interface; the memory is used for storing computer execution instructions, and the processor is connected with the memory through a bus; when the rescue device of the faulty train operates, the processor executes the computer-executable instructions stored in the memory to cause the rescue device of the faulty train to execute the rescue method of the faulty train as provided in the first aspect above.
Optionally, the rescue device of the faulty train may further comprise a transceiver for performing the step of transceiving data, signaling or information under the control of the processor of the rescue device of the faulty train.
Further alternatively, the rescue device of the faulty train may be a physical machine for implementing rescue of the faulty train, or may be a part of devices in the physical machine, for example, may be a chip system in the physical machine. The chip system is used for supporting the rescue device of the fault train to realize the functions related to the first aspect, such as receiving, transmitting or processing the data and/or information related to the rescue method of the fault train. The chip system includes a chip, and may also include other discrete devices or circuit structures.
In a fourth aspect, the present application provides a computer-readable storage medium having instructions stored therein that, when executed by a computer, cause the computer to perform the rescue method of a faulty train as provided in the first aspect.
In a fifth aspect, the present application provides a computer program product comprising computer instructions which, when run on a computer, cause the computer to perform the rescue method of a faulty train as provided in the first aspect.
It should be noted that the above-mentioned computer instructions may be stored in whole or in part on a computer-readable storage medium. The computer readable storage medium may be packaged together with the processor of the rescue device of the fault train, or may be packaged separately from the processor of the rescue device of the fault train, which is not limited in this application.
The description of the second, third, fourth and fifth aspects of the present application may refer to the detailed description of the first aspect; further, the advantageous effects described in the second aspect, the third aspect, the fourth aspect, and the fifth aspect may refer to the advantageous effect analysis of the first aspect, and are not described herein.
In the present application, the names of the rescue devices of the fault train are not limited to the devices or the functional modules, and in practical implementation, the devices or the functional modules may be represented by other names. Insofar as the function of each device or function module is similar to the present application, it is within the scope of the claims of the present application and the equivalents thereof.
These and other aspects of the present application will be more readily apparent from the following description.
Drawings
Fig. 1 is a schematic architecture diagram of a rescue system for a fault train according to an embodiment of the present application;
fig. 2 is a schematic flow chart of a rescue method for a faulty train according to an embodiment of the present application;
fig. 3 is a schematic view of a part of a rescue scene according to an embodiment of the present application;
fig. 4 is a schematic view of a portion of another rescue scene according to an embodiment of the present application;
fig. 5 is a schematic view of a portion of another rescue scene according to an embodiment of the present disclosure;
fig. 6 is a schematic structural diagram of a rescue device for a fault train according to an embodiment of the present application;
fig. 7 is a schematic structural diagram of another rescue device for a fault train according to an embodiment of the present application.
Detailed Description
The following describes in detail a rescue method, a rescue device and a storage medium for a fault train provided by the embodiment of the application with reference to the accompanying drawings.
The term "and/or" is herein merely an association relationship describing an associated object, meaning that there may be three relationships, e.g., a and/or B, may represent: a exists alone, A and B exist together, and B exists alone.
The terms "first" and "second" and the like in the description and in the drawings are used for distinguishing between different objects or for distinguishing between different processes of the same object and not for describing a particular sequential order of objects.
Furthermore, references to the terms "comprising" and "having" and any variations thereof in the description of the present application are intended to cover a non-exclusive inclusion. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those listed but may optionally include other steps or elements not listed or inherent to such process, method, article, or apparatus.
It should be noted that, in the embodiments of the present application, words such as "exemplary" or "such as" are used to mean serving as an example, instance, or illustration. Any embodiment or design described herein as "exemplary" or "for example" should not be construed as preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "such as" is intended to present related concepts in a concrete fashion.
In the description of the present application, unless otherwise indicated, the meaning of "a plurality" means two or more.
With rapid development of urban rail transit, the automation and intelligent degree of train operation are increasingly improved, and at present, the full-automatic operation technology is applied to urban rail transit lines in a large scale. Although the reliability of train operation is greatly improved in the fully automatic operation route as compared with the non-fully automatic operation route, there is still a possibility that the train is forced to stop in the tunnel due to a fault.
When the control center judges that the fault train needs to rescue, passengers on the fault train are firstly evacuated to a station through an interval evacuation channel according to an emergency plan, then passenger trains are scheduled from the vicinity of the fault train, or rescue vehicles are scheduled from a vehicle base to be connected with the fault train, and the fault train is transported to a storage line on a front line or returned to the vehicle base for maintenance.
In the rescue method of the fault train, a great deal of time is spent on dispatching the rescue vehicle and evacuating passengers, the rescue efficiency is low, and other trains cannot normally run for a long time
Aiming at the problems in the prior art, the embodiment of the application provides a rescue method of a fault train, and in the technical scheme, a control center can determine a target rescue vehicle from a storage line of a driving interval according to a rescue time length corresponding to a candidate rescue vehicle. And the control center can control the target rescue vehicle to transport the fault train to the stop position of the next station before the fault train, all passengers can get off the station normally without evacuating the passengers to the station through the interval evacuation channel. Therefore, the technical scheme provided by the application can shorten the rescue time and improve the rescue efficiency.
The rescue method of the fault train provided by the embodiment of the application can be suitable for a rescue system of the fault train. Fig. 1 shows one configuration of the rescue system of the faulty train. As shown in fig. 1, the rescue system of the faulty train includes a faulty train 01, at least one rescue car 02, and a rescue device 03 of the faulty train. The rescue device 03 of the faulty train is connected in communication with each rescue car 02 and is connected in communication with the faulty train 01.
The rescue device 03 of the fault train may be a physical machine (such as a server) of a control center, or may be a Virtual Machine (VM) deployed on the physical machine. The control center in the embodiment of the application is a management center of a rail transit operation line.
The rescue device 03 of the fault train is used for monitoring the operation of the train so as to realize that the rescue train 02 is scheduled to rescue the fault train 01 when the train breaks down.
It will be appreciated that, in the embodiment of the present application, several rescue vehicles 02 and one fault train 01 are shown in fig. 1 as an example, and in practical application, the number of rescue vehicles 02 may be any number, and the number of fault trains 01 may be any number, which is not limited in the embodiment of the present application.
The rescue method of the fault train provided in the embodiment of the present application is described below with reference to the rescue system of the fault train shown in fig. 1.
Referring to fig. 2, the rescue method for the faulty train provided by the embodiment of the application includes S201 to S205:
s201, the control center determines a candidate driving interval according to the position of the fault train, and determines a rescue vehicle on a storage line of the candidate driving interval as a candidate rescue vehicle.
In a possible implementation manner, the rail transit system applied to the rescue method of the faulty train provided by the embodiment of the present application may be subway rail transit, that is, the faulty train in the embodiment of the present application may be a subway.
In one possible implementation, the control center may monitor the running state of the train, and when the train is forced to stop due to a fault, the control center receives an alarm signal, and after receiving the alarm signal, the control center may analyze the cause of the fault according to the alarm signal. When the control center determines that the fault cannot be repaired through remote operation, the train sending the alarm signal can be determined to be the fault train, and the rescue vehicle is scheduled to rescue the fault train.
In the rescue method of the fault train provided by the embodiment of the application, the rescue vehicle can be preset on a storage line of a candidate driving interval, wherein the candidate driving interval is a line interval between two adjacent stations. Exemplary, referring to fig. 3, a partial scene schematic diagram of a rescue scene is provided in an embodiment of the present application. As shown in fig. 3, the route section between station C and station a is a driving section 1, the route section between station B and station a is a driving section 2, and the route section between station B and station D is a driving section 3. Rescue vehicles are preset on the storage lines of the driving section 1, the driving section 2 and the driving section 3. The control center may determine a preset number of driving intervals closer to the position of the faulty train as candidate driving intervals. The preset number may be a number determined manually in advance.
Optionally, in one possible implementation manner, the control center may determine a current driving interval of the fault train according to the position of the fault train; and then determining two driving intervals adjacent to the current driving interval and the current driving interval as candidate driving intervals. Thus, the candidate rescue vehicles in the candidate driving interval are three rescue vehicles closest to the position of the fault train, and the target rescue vehicle can be rapidly determined according to the candidate rescue vehicles.
For example, as shown in fig. 3, when the faulty train runs in the uplink direction of the route (i.e., the direction of the uplink arrow in fig. 3) and is forced to stop due to the fault when running to the middle section of the driving section 2, two driving sections adjacent to the driving section 2 and the driving section 2 may be determined as candidate driving sections, that is, the driving section 1, the driving section 2 and the driving section 3 are determined as candidate driving sections, and the rescue vehicles on the storage lines of the driving section 1, the driving section 2 and the driving section 3 are determined as candidate rescue vehicles.
Alternatively, in another possible implementation manner, in order to save cost, the storage lines may be arranged at intervals in the driving interval, and then the rescue vehicle may be preset at intervals on the storage lines in the driving interval. For example, taking fig. 3 as an example, rescue vehicles can be preset on the storage lines of the driving interval 1 and the driving interval 3, and the storage lines are not required to be arranged in the driving interval 2. After determining the current driving interval of the fault train, the control center can determine the driving interval in the preset range of the current driving interval as a primary selected driving interval, then determine which driving interval in the primary selected driving interval is provided with a storage line, and determine the primary selected driving interval provided with the storage line and preset with a rescue vehicle on the storage line as a candidate driving interval. The preset range may be a range determined manually in advance.
S202, the control center determines a candidate rescue route according to the position of the candidate rescue vehicle, the position of the fault train and the running direction of the fault train before the fault, and determines rescue time length corresponding to the candidate rescue route.
Optionally, the control center can determine the rescue position according to the position of the fault train and the running direction of the fault train before the fault; then determining the positioning/inversion information of the turnout passing between the rescue position and the position of the candidate rescue vehicle according to the train operation scene graph; and then determining a candidate rescue route according to the positioning/inversion information.
The rescue vehicle in the embodiment of the application can be a bidirectional traveling vehicle, and the bidirectional traveling vehicle can turn back at any point to switch the traveling direction. When the rescue vehicle is connected with the fault train, the position of the rescue vehicle is positioned in front of the running direction of the fault train before the fault. Therefore, after the train is connected, the running direction of the rescue vehicle for traction of the fault train is consistent with the running direction of the fault train before the fault, and the influence on the running of other normally running trains can be reduced. Therefore, the control center can determine the rescue position according to the position of the fault train and the running direction of the fault train before the fault.
For example, as shown in fig. 3, if the traveling direction of the failed train before the failure is the upward direction, the control center may determine the position a as the rescue position. Therefore, after the rescue vehicle is connected with the fault train, the running direction of the rescue vehicle for towing the fault train is still the upward direction, and the influence on the running of other normally running trains can be reduced. It will be appreciated that the rescue positions in fig. 3 are for illustration only, and that an accurate rescue position requires the control center to determine from the specific location of the faulty train.
Because the switch is arranged between the parking line of the rescue vehicle and the normal up/down line, the way of the rescue vehicle from the self-located position to the rescue position is the switch. Therefore, the control center can determine the positioning/inversion information of the turnout passing between the rescue position and the position of the candidate rescue car according to the train operation scene graph, and then determine the candidate rescue route according to the positioning/inversion information.
For example, a portion of the scene of the train operation scene graph may be a portion of the scene diagram shown in fig. 3, and it can be seen that there is a switch between the line on which the train storage line is located and the normal up/down line. Taking the candidate driving interval as the driving interval 1, the driving interval 2 and the driving interval 3 as examples. The rescue route of the rescue vehicle on the storage line of the driving interval 1 is that the route switches b and a are used for driving to rescue positions; the rescue route of the rescue vehicle on the storage line of the driving interval 2 is that the route switches f, d, c, b and a are adopted, and the rescue vehicle runs to a rescue position; the rescue route of the rescue vehicle on the storage line of the driving section 3 is a route switch h, g, e, d, c, b and a, and the rescue vehicle runs to a rescue position.
After the candidate rescue routes of the candidate rescue vehicles are determined, the control center can calculate rescue time lengths corresponding to the candidate rescue routes according to parameters such as path distances of the candidate rescue routes, running speeds of the candidate rescue vehicles, braking speeds of the candidate rescue vehicles and the like.
S203, the control center determines a target rescue route from the candidate rescue routes according to the rescue time length, and determines a target rescue vehicle corresponding to the target rescue route.
The control center can determine the candidate rescue route with the shortest rescue time as the target rescue route according to the rescue time length corresponding to each candidate rescue route, and determine the candidate rescue vehicle corresponding to the target rescue route as the target rescue vehicle.
Illustratively, the scenario shown in FIG. 3 is taken as an example. The target rescue route may be a rescue vehicle path switch b and a on the storage line of the driving section 1, and the target rescue route may be a rescue vehicle corresponding to the driving to the rescue position, where the rescue vehicle on the storage line of the driving section 1 may be determined as the target rescue vehicle.
S204, the control center controls the target rescue vehicle to travel to the communication range of the fault train according to the target rescue route, and then controls the target rescue vehicle to communicate and interact with the fault train to realize connection and hanging.
Optionally, after determining the target rescue vehicle, the control center may send a rescue command to the target rescue vehicle; the rescue instruction comprises a communication identifier of a target rescue route and a fault train; the rescue instruction is used for indicating the target rescue vehicle to run according to the target rescue route and is used for indicating the target rescue vehicle to continuously search the communication identifier in the running process until the target rescue vehicle is in communication connection with the fault train.
Optionally, after determining the target rescue vehicle, the control center may determine whether there are other trains on the target rescue route, and if yes, may send a rescue command to the target rescue vehicle after the other trains exit the target rescue route. For example, as shown in fig. 4, if the control center determines that the target driving interval is the driving interval 1, the rescue route is that the target rescue vehicle approach switches b and a reach the position a. In fig. 4, there are other trains running on the rescue route, and the trains may meet the target rescue vehicle, so the control center may wait for the trains to leave the switch a and then send rescue instructions to the target rescue vehicle.
Optionally, the rescue command further includes an operation speed after the target rescue vehicle is successfully connected with the fault train, and the control center can determine the operation speed after the connection is successful according to the traction parameter of the target rescue vehicle, the braking parameter of the target rescue vehicle and the load capacity of the fault train.
In order to ensure that the operation of the two vehicles after the target rescue vehicle is connected with the fault train is in a safe driving range, the operation speed after the connection is successful can be limited, and the operation speed can be determined according to the traction parameter of the target rescue vehicle, the braking parameter of the target rescue vehicle and the load capacity of the fault train.
After receiving the rescue command, the target rescue vehicle can travel to the rescue position according to the target rescue route, continuously searches the communication identifier of the fault train in the traveling process, and is in communication connection with the fault train after searching. When the distance between the target rescue vehicle and the fault train is smaller than the preset distance, the fault train can be impacted within the running speed of the coupling, so that the target rescue vehicle is coupled with the coupler of the fault train. The target rescue vehicle can detect the connection state of the target rescue vehicle and the fault train, and after the connection success is detected, the connection success message is fed back to the control center. The preset distance may be a distance determined by a person in advance, which is not limited in the embodiment of the present application.
Optionally, because the switch is arranged in the target rescue route, the control center can control the target rescue vehicle to send a switch permission request to the switch controller according to the positioning/inversion information corresponding to the target rescue route. The control center may send positioning/inversion information corresponding to the target rescue route to the target rescue vehicle, and the target rescue vehicle may send a switch permission request to the switch controller when driving to the corresponding switch, to request to use the switch permission of the corresponding switch.
Optionally, the target rescue vehicle can also perform communication search on the forward direction and the backward direction in the running process, and establish communication connection with the vehicles on the forward direction and the backward direction, so as to further ensure running safety.
Optionally, after the target rescue vehicle runs to the communication range of the fault train according to the target rescue route, the control center can control the fault train to send out voice for prompting passengers that the fault train is to be connected with the target rescue vehicle, and then control the target rescue vehicle to be in communication interaction with the fault train to realize connection. For example, the voice prompt sent by the fault train may be "the current approaching train is a rescue train, please wait for a patience, and thank for cooperation".
S205, after the control center determines that the target rescue vehicle and the fault train are successfully connected, the control center controls the target rescue vehicle to transport the fault train to a target position.
The destination position is the stop position of the next station of the fault train before the fault.
For example, as shown in fig. 3, the next station of the failed train before the failure is station a, and the destination location may be a stop location of the failed train at station a. Therefore, after the target rescue vehicle transports the fault train to the target position, the stay direction of the door of the fault train is consistent with that of the door in normal operation, so that passengers can get on or off the train at the platform corresponding to the door, and passengers do not need to be evacuated to the station through the interval evacuation channel.
After the control center determines that the target rescue vehicle and the fault train are successfully connected, the control center can send a reversing instruction to the target rescue vehicle, wherein the reversing instruction is used for indicating the target rescue vehicle to change the running direction, so that the fault train can be transported to a target position.
Optionally, after the control center controls the target rescue vehicle to transport the fault train to the target position, the control center can control the fault train to send out voice broadcasting, the voice broadcasting is used for prompting passengers to get off, and then the control center controls the target rescue vehicle to transport the fault train to an initial train storage line of the target rescue vehicle.
For example, the voice announcement may be "current train failure, please get off all passengers at the current station".
After the control center determines that all passengers get off, the control center can control the target rescue vehicle to transport the fault train to an initial storage line of the target rescue vehicle. For example, as shown in fig. 5, after the control center controls the target rescue vehicle to transport the faulty train to the stop position of the station a, the control center may control the faulty train to send a voice broadcast to prompt passengers to get off, after determining that all the passengers get off, the control center controls the target rescue vehicle to transport the faulty train to the storage line of the driving interval 1, and after finishing the night operation, the control center transports the faulty train to the vehicle base for maintenance.
According to the technical scheme, the rescue vehicle can be preset on a storage line of the driving interval, when the control center determines that the fault train needs to be rescued, a plurality of candidate driving intervals which are close to the fault train can be determined according to the position of the fault train, and the rescue vehicles on the candidate driving intervals are used as candidate rescue vehicles. And then, the control center can respectively determine the rescue duration of each candidate rescue vehicle for rescuing the fault train, and the target rescue vehicle is determined from the candidate rescue vehicles according to the rescue duration. According to the technical scheme, the control center can schedule the rescue vehicle according to the rescue time length from the vehicle storage line of the driving interval, and compared with the existing mode of scheduling the rescue vehicle, the rescue efficiency can be greatly improved. In addition, the control center can control the target rescue vehicle to transport the fault train to a target position, wherein the target position is a stop position of the next station before the fault of the fault train, so that the rescue vehicle can directly transport passengers on the fault train to the next station before the fault, and all passengers normally get off the station without evacuating the passengers to the station through an interval evacuation channel. Therefore, the technical scheme provided by the embodiment of the application can also reduce the time for evacuating passengers. Therefore, the technical scheme provided by the application can shorten the rescue time and improve the rescue efficiency.
As shown in fig. 6, the embodiment of the present application further provides a rescue device for a faulty train, where the rescue device for a faulty train may be the rescue device 03 for a faulty train in the rescue system for a faulty train related to fig. 1 in the foregoing embodiment. The rescue device of the fault train may include: a determination module 31 and a control module 32.
Wherein the determining module 31 performs S201, S202, and S203 in the above-described method embodiment, and the control module 32 performs S204 and S205 in the above-described method embodiment.
Specifically, the determining module 31 is configured to determine a candidate driving interval according to a position of the faulty train, and determine a rescue vehicle on a storage line of the candidate driving interval as a candidate rescue vehicle; the candidate driving interval is a line interval between two adjacent stations;
the determining module 31 is further configured to determine a candidate rescue route according to the position of the candidate rescue vehicle, the position of the failed train, and the traveling direction of the failed train before failure, and determine a rescue duration corresponding to the candidate rescue route;
the determining module 31 is further configured to determine a target rescue route from the candidate rescue routes according to the rescue duration, and determine a target rescue vehicle corresponding to the target rescue route;
the control module 32 is used for controlling the target rescue vehicle to travel to the communication range of the fault train according to the target rescue route and then controlling the target rescue vehicle to communicate and interact with the fault train to realize connection and hanging;
The control module 32 is further configured to control the target rescue vehicle to transport the fault train to the destination location after determining that the target rescue vehicle is successfully connected to the fault train; the destination position is the stop position of the next stop of the fault train before the fault.
Optionally, in one possible implementation, the control module 32 is specifically configured to:
sending a rescue command to a target rescue vehicle; the rescue instruction comprises a communication identifier of a target rescue route and a fault train; the rescue command is used for indicating the target rescue vehicle to run according to the target rescue route and is used for indicating the target rescue vehicle to continuously search the communication identifier in the running process until the target rescue vehicle is in communication connection with the fault train.
Optionally, in another possible implementation manner, the rescue command further includes an operation speed after the target rescue car is successfully connected to the faulty train, and the corresponding determining module 31 is further configured to: and determining the running speed according to the traction parameter of the target rescue vehicle, the braking parameter of the target rescue vehicle and the load capacity of the fault train.
Alternatively, in another possible implementation manner, the determining module 31 is specifically configured to:
determining a rescue position according to the position of the fault train and the running direction of the fault train before the fault;
Determining the positioning/inversion information of a turnout passing between the rescue position and the position of the candidate rescue vehicle according to the train operation scene graph;
and determining a candidate rescue route according to the positioning/inversion information.
Alternatively, in another possible implementation, the control module 32 is specifically configured to:
and the control target rescue vehicle sends a switch permission request to the switch controller according to the positioning/inversion information corresponding to the target rescue route.
Alternatively, in another possible implementation manner, the determining module 31 is specifically configured to:
determining a current driving interval of the fault train according to the position of the fault train;
and determining two driving intervals adjacent to the current driving interval and the current driving interval as candidate driving intervals.
Optionally, in another possible implementation manner, the method further includes: the voice broadcasting module is used for broadcasting the voice,
the voice broadcasting module is used for sending out voice broadcasting; the voice broadcast is used for prompting passengers to get off;
the control module 32 is further configured to control the target rescue vehicle to transport the fault train to an initial storage line of the target rescue vehicle.
Optionally, in another possible design manner, the voice broadcasting module is further configured to send a voice prompt for prompting a passenger that the failed train is to be linked with the target rescue vehicle before the communication interaction between the target rescue vehicle and the failed train is controlled to be linked.
Optionally, the rescue device of the fault train may further include a storage module, where the storage module is configured to store a program code of the rescue device of the fault train, and so on.
As shown in fig. 7, the embodiment of the present application further provides a rescue device for a failure train, including a memory 41, a processor 42 (42-1 and 42-2), a bus 43, and a communication interface 44; the memory 41 is used for storing computer-executable instructions, and the processor 42 is connected with the memory 41 through the bus 43; when the rescue device of the faulty train is operated, the processor 42 executes the computer-executed instructions stored in the memory 41 to cause the rescue device of the faulty train to execute the rescue method of the faulty train as provided in the above-described embodiment.
In a particular implementation, the processor 42 may include, as one embodiment, one or more central processing units (central processing unit, CPU), such as CPU0 and CPU1 shown in FIG. 7. And as one example, the rescue device of the faulty train may include a plurality of processors 42, such as processor 42-1 and processor 42-2 shown in fig. 7. Each of these processors 42 may be a single-core processor (single-CPU) or a multi-core processor (multi-CPU). The processor 42 herein may refer to one or more devices, circuits, and/or processing cores for processing data (e.g., computer program instructions).
The memory 41 may be, but is not limited to, a read-only memory 41 (ROM) or other type of static storage device that can store static information and instructions, a random access memory (random access memory, RAM) or other type of dynamic storage device that can store information and instructions, or an electrically erasable programmable read-only memory (electrically erasable programmable read-only memory, EEPROM), a compact disc read-only memory (compact disc read-only memory) or other optical disc storage, optical disc storage (including compact disc, laser disc, optical disc, digital versatile disc, blu-ray disc, etc.), magnetic disk storage media or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. The memory 41 may be stand alone and be coupled to the processor 42 via a bus 43. Memory 41 may also be integrated with processor 42.
In a specific implementation, the memory 41 is used for storing data in the application and computer-executable instructions corresponding to executing a software program of the application. The processor 42 may perform various functions of the rescue apparatus of the faulty train by running or executing a software program stored in the memory 41 and calling data stored in the memory 41.
The communication interface 44 uses any transceiver-like device for communicating with other devices or communication networks, such as a control system, a radio access network (radio access network, RAN), a wireless local area network (wireless local area networks, WLAN), etc. The communication interface 44 may include a receiving unit to implement a receiving function and a transmitting unit to implement a transmitting function.
As an example, in connection with fig. 6, the control module in the rescue device of the faulty train performs the same function as the processor in fig. 7, and the memory module in the rescue device of the faulty train performs the same function as the memory in fig. 7.
The explanation of the related content in this embodiment may refer to the above method embodiment, and will not be repeated here.
From the foregoing description of the embodiments, it will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of functional modules is illustrated, and in practical application, the above-described functional allocation may be implemented by different functional modules according to needs, i.e. the internal structure of the apparatus is divided into different functional modules to implement all or part of the functions described above. The specific working processes of the above-described systems, devices and units may refer to the corresponding processes in the foregoing method embodiments, which are not described herein.
The embodiment of the application also provides a computer readable storage medium, wherein instructions are stored in the computer readable storage medium, and when the computer executes the instructions, the computer is caused to execute the rescue method of the fault train provided by the embodiment.
The computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a RAM, a ROM, an erasable programmable read-only memory (erasable programmable read only memory, EPROM), a register, a hard disk, an optical fiber, a CD-ROM, an optical storage device, a magnetic storage device, or any suitable combination of the foregoing, or any other form of computer readable storage medium known in the art. An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an application specific integrated circuit (application specific integrated circuit, ASIC). In the context of the present application, 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.
The foregoing is merely a specific embodiment of the present application, but the protection scope of the present application is not limited thereto, and any changes or substitutions within the technical scope of the present disclosure should be covered in the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. The rescue method of the fault train is applied to a control center and is characterized by comprising the following steps of:
determining a candidate driving interval according to the position of the fault train, and determining a rescue vehicle on a storage line of the candidate driving interval as a candidate rescue vehicle; the candidate driving interval is a line interval between two adjacent stations;
determining a candidate rescue route according to the position of the candidate rescue vehicle, the position of the fault train and the running direction of the fault train before the fault, and determining the rescue time length corresponding to the candidate rescue route;
determining a target rescue route from the candidate rescue routes according to the rescue duration, and determining a target rescue vehicle corresponding to the target rescue route;
controlling the target rescue vehicle to travel to the communication range of the fault train according to the target rescue route, and then controlling the target rescue vehicle to communicate and interact with the fault train to realize connection;
After the fact that the target rescue vehicle is successfully connected with the fault train is determined, the target rescue vehicle is controlled to transport the fault train to a target position; the target position is the stop position of the next station of the fault train before the fault.
2. The rescue method of a faulty train according to claim 1, wherein the controlling the target rescue vehicle to travel to the communication range of the faulty train according to the target rescue route includes:
sending a rescue command to the target rescue vehicle; the rescue instruction comprises a communication identifier of the target rescue route and the fault train; the rescue command is used for indicating the target rescue vehicle to run according to the target rescue route and is used for indicating the target rescue vehicle to continuously search the communication identifier in the running process until the target rescue vehicle is in communication connection with the fault train.
3. The rescue method of a faulty train according to claim 2, wherein the rescue command further includes an operation speed after the target rescue car is successfully connected to the faulty train, and before the rescue command is sent to the target rescue car, the method further includes:
And determining the running speed according to the traction parameter of the target rescue vehicle, the braking parameter of the target rescue vehicle and the load capacity of the fault train.
4. The rescue method of a faulty train according to claim 1, wherein the determining a candidate rescue route according to the position of the candidate rescue car, the position of the faulty train, and the traveling direction before the faulty train is faulty includes:
determining a rescue position according to the position of the fault train and the running direction of the fault train before the fault;
determining the positioning/reversing information of the turnout passing between the rescue position and the position of the candidate rescue vehicle according to the train operation scene graph;
and determining the candidate rescue route according to the positioning/inversion information.
5. The rescue method of a faulty train according to claim 4, wherein the controlling the target rescue vehicle to travel to the communication range of the faulty train according to the target rescue route further includes:
and controlling the target rescue vehicle to send a switch permission request to a switch controller according to the positioning/inversion information corresponding to the target rescue route.
6. The rescue method of a faulty train according to claim 1, wherein the determining the candidate driving interval according to the location of the faulty train includes:
Determining a current driving interval of the fault train according to the position of the fault train;
and determining two driving intervals adjacent to the current driving interval and the current driving interval as the candidate driving interval.
7. The rescue method of a faulty train as defined in any one of claims 1 to 6, wherein after the controlling the target rescue car to transport the faulty train to a destination location, the method further includes:
sending out voice broadcast; the voice broadcast is used for prompting passengers to get off;
and controlling the target rescue vehicle to transport the fault train to an initial train storage line of the target rescue vehicle.
8. A rescue device for a faulty train, comprising:
the determining module is used for determining a candidate driving interval according to the position of the fault train and determining a rescue vehicle on a storage line of the candidate driving interval as a candidate rescue vehicle; the candidate driving interval is a line interval between two adjacent stations;
the determining module is further used for determining a candidate rescue route according to the position of the candidate rescue vehicle, the position of the fault train and the running direction of the fault train before the fault, and determining rescue time length corresponding to the candidate rescue route;
The determining module is further configured to determine a target rescue route from the candidate rescue routes according to the rescue duration, and determine a target rescue vehicle corresponding to the target rescue route;
the control module is used for controlling the target rescue vehicle to travel to the communication range of the fault train according to the target rescue route and then controlling the target rescue vehicle to communicate and interact with the fault train to realize connection;
the control module is further used for controlling the target rescue vehicle to transport the fault train to a target position after the target rescue vehicle is determined to be successfully connected with the fault train; the target position is the stop position of the next station of the fault train before the fault.
9. The rescue device of the fault train is characterized by comprising a memory, a processor, a bus and a communication interface; the memory is used for storing computer execution instructions, and the processor is connected with the memory through the bus;
when the rescue device of the faulty train operates, the processor executes the computer-executed instructions stored in the memory to cause the rescue device of the faulty train to execute the rescue method of the faulty train according to any one of claims 1 to 7.
10. A computer readable storage medium, wherein instructions are stored in the computer readable storage medium, which when executed by a computer, cause the computer to perform the rescue method of a faulty train according to any one of claims 1-7.
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