WO2019134558A1 - 列车控制方法、装置和系统 - Google Patents

列车控制方法、装置和系统 Download PDF

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Publication number
WO2019134558A1
WO2019134558A1 PCT/CN2018/123456 CN2018123456W WO2019134558A1 WO 2019134558 A1 WO2019134558 A1 WO 2019134558A1 CN 2018123456 W CN2018123456 W CN 2018123456W WO 2019134558 A1 WO2019134558 A1 WO 2019134558A1
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WO
WIPO (PCT)
Prior art keywords
train
vobc
wake
power
ats
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2018/123456
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English (en)
French (fr)
Inventor
吴丹丹
王发平
吴智利
薄云览
卓开阔
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BYD Co Ltd
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BYD Co Ltd
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Filing date
Publication date
Application filed by BYD Co Ltd filed Critical BYD Co Ltd
Priority to US16/959,885 priority Critical patent/US11623670B2/en
Priority to BR112020013826-6A priority patent/BR112020013826B1/pt
Publication of WO2019134558A1 publication Critical patent/WO2019134558A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0058—On-board optimisation of vehicle or vehicle train operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/028—Determination of vehicle position and orientation within a train consist, e.g. serialisation
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/023—Determination of driving direction of vehicle or train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0062—On-board target speed calculation or supervision

Definitions

  • the present disclosure relates to the field of rail transit technology, and in particular, to a train control method, apparatus and system.
  • a fully automatic driverless train is provided with a set of in-vehicle devices in the front and rear of the train.
  • the head and tail end are in the default order, one end first performs the wake-up process, then automatically switches to the other end, and the other end performs the wake-up process.
  • the train can wake up successfully.
  • ATS Automatic Train Supervision
  • the train can only wake up successfully when the vehicle wakes up during the wake-up process, if the vehicle equipment at one end has an error during the wake-up process, the train wakes up and the success rate of the train is awakened. Lower. Moreover, the wake-up time of the train is long due to the need to wake up the on-board equipment at both ends. Further, after the train wakes up, when the running direction indicated by the ATS does not match the cab of the initial activation end of the train, the train needs to change the other end to activate the cab, so that the vehicle can be normally dispatched out of the warehouse, and the operation is cumbersome, resulting in the running of the train. Less efficient.
  • the present disclosure aims to solve at least one of the technical problems in the related art to some extent.
  • the first object of the present disclosure is to propose a train control method that unilaterally sets VOBC to simplify train configuration, reduce train cost, shorten the length of time required for wake-up of the train, and improve the wake-up efficiency of the train. Further, it is possible to realize that the train does not need to be changed to activate the cab in different running directions, simplifying the operation steps and improving the running efficiency of the train.
  • a second object of the present disclosure is to propose a train control device.
  • a third object of the present disclosure is to propose a train control system.
  • a fourth object of the present disclosure is to propose a computer device.
  • the first aspect of the present disclosure provides a train control method.
  • One end of the train is configured with an in-vehicle device VOBC, and the train control method includes:
  • VOBC performs the train wake-up process
  • the VOBC acquires an operation plan sent by the automatic train monitoring system ATS;
  • the VOBC sets the running direction of the train to be downlink or uplink;
  • the VOBC performs the train positioning by using the other end of the train not equipped with the VOBC as the front of the train to obtain the positioning information of the train; in the case of the uplink, the VOBC configures the train with one end of the VOBC. Performing train positioning as a front end to obtain positioning information of the train;
  • the train control method of the embodiment of the present disclosure can simplify the train configuration and reduce the train cost by configuring the vehicle-mounted device VOBC only at one end of the train; at the same time, it only needs to wake up the VOBC at one end of the train, thereby shortening the length of time required for the train to wake up. Improve the wake-up efficiency of the train.
  • the VOBC trains the train with the other end of the VOBC as the front of the train to obtain the positioning information of the train; in the case of the uplink, the VOBC configures the train with one end of the VOBC.
  • the train As the front of the train, the train is positioned to obtain the positioning information of the train; according to the positioning information of the train, the train is controlled to leave the parking garage. Thereby, it is possible to realize that the train does not need to be changed to activate the cab in different running directions, simplifying the operation steps and improving the running efficiency of the train.
  • the second aspect of the present disclosure provides a train control apparatus for VOBC, the apparatus comprising:
  • a wake-up module for performing a train wake-up process
  • the obtaining module is configured to obtain an operation plan sent by the automatic train monitoring system ATS after the train is successfully awakened;
  • a setting module configured to set a running direction of the train to be downlink or uplink according to the direction indicated by the operation plan
  • control module configured to: perform, in the case of downlink, the other end of the train not equipped with the VOBC as a vehicle head to obtain positioning information of the train, and in the case of uplink, configure one end of the train with VOBC as The front of the vehicle performs train positioning to obtain positioning information of the train, and controls the train to exit the parking garage according to the positioning information of the train.
  • the train control device of the embodiment of the present disclosure can simplify the train configuration and reduce the train cost by configuring the vehicle-mounted device VOBC only at one end of the train; at the same time, it only needs to wake up the VOBC at one end of the train, thereby shortening the length of time required for the train to wake up. Improve the wake-up efficiency of the train.
  • the VOBC performs the train positioning by using the other end of the vehicle without the VOBC as the front of the vehicle to obtain the positioning information of the train; in the case of the uplink, the VOBC configures the train with the end of the VOBC.
  • the train As the front of the train, the train is positioned to obtain the positioning information of the train; according to the positioning information of the train, the train is controlled to leave the parking garage. Thereby, it is possible to realize that the train does not need to be changed to activate the cab in different running directions, simplifying the operation steps and improving the running efficiency of the train.
  • the third aspect of the present disclosure provides a train control system including: an in-vehicle device VOBC and an automatic train monitoring system ATS that communicate with each other;
  • the VOBC is configured to execute the train control method described in the first aspect of the present disclosure
  • the ATS is configured to send an operation plan to the VOBC after the VOBC is successfully awake.
  • the train control system of the embodiment of the present disclosure can simplify the train configuration and reduce the train cost by arranging the vehicle-mounted device VOBC only at one end of the train; at the same time, it only needs to wake up the VOBC at one end of the train, thereby shortening the length of time required for the train to wake up. Improve the wake-up efficiency of the train.
  • the VOBC trains the train with the other end of the VOBC as the front of the train to obtain the positioning information of the train; in the case of the uplink, the VOBC configures the train with one end of the VOBC.
  • the train As the front of the train, the train is positioned to obtain the positioning information of the train; according to the positioning information of the train, the train is controlled to leave the parking garage. Thereby, it is possible to realize that the train does not need to be changed to activate the cab in different running directions, simplifying the operation steps and improving the running efficiency of the train.
  • a fourth aspect of the present disclosure provides a computer apparatus including: a memory, a processor, and a computer program stored on the memory and operable on the processor, when the processor executes the program A train control method as described in the first aspect of the present disclosure is implemented.
  • FIG. 1 is a schematic flow chart of a train control method according to Embodiment 1 of the present disclosure
  • FIG. 2 is a schematic diagram showing a setting position of a VOBC according to an embodiment of the present disclosure
  • FIG. 3 is a schematic flow chart of a train control method according to Embodiment 2 of the present disclosure.
  • FIG. 4 is a schematic structural diagram of a train control system according to Embodiment 3 of the present disclosure.
  • FIG. 5 is a schematic structural diagram of a train control system according to Embodiment 4 of the present disclosure.
  • FIG. 6 is a schematic structural diagram of a train control apparatus according to Embodiment 5 of the present disclosure.
  • a fully automatic driverless train is provided with a set of in-vehicle devices in the front and rear of the train, and each set of in-vehicle devices is configured in an A/B two-system redundant configuration.
  • the head and tail end are in the default order, one end first performs the wake-up process, then automatically switches to the other end, and the other end performs the wake-up process.
  • the train can wake up successfully.
  • the direction of the automatic train supervision (ATS) can be applied, and then the train can activate the cab at one end of the train according to the running direction sent by the ATS.
  • ATS automatic train supervision
  • the active end of the running direction indication is inconsistent with the current active end, it will automatically switch to the other end, and activate the cab at the other end. If they are consistent, there is no need to change the end.
  • the train can then apply to the ZC for a mobile authorization to control the train to operate out of the warehouse based on the ZC's mobile authorization information.
  • the train Since the train is running, only one set of in-vehicle equipment is activated, and the other set of in-vehicle equipment is not activated, resulting in wasted resources and increased train costs.
  • the train when the train performs the wake-up process, the train can only wake up successfully if the vehicle equipment at both ends of the head and tail are successfully awakened. If one of the vehicle equipments has an error during the wake-up process, the train wakes up and the train is awakened successfully. The rate is lower.
  • the wake-up time of the train is long due to the need to wake up the on-board equipment at both ends.
  • the running direction is different, the train needs to change the driving room to activate the cab, and the operation can be performed normally, and the operation is cumbersome, resulting in low running efficiency of the train.
  • the train wakes up time is long, the cost is high, the availability is low, and when the running direction is different, the train needs to change the terminal to activate the cab, and then the vehicle can be normally dispatched out of the warehouse, and the operation is cumbersome, resulting in low running efficiency of the train.
  • the vehicle-mounted device VOBC by configuring the vehicle-mounted device VOBC only at one end of the train, the train configuration can be simplified and the train cost can be reduced.
  • only the VOBC at one end of the train needs to be awakened, thereby shortening the length of time required for the train to wake up, and improving The wake-up efficiency of the train.
  • the VOBC uses the other end of the train not equipped with the VOBC as the front of the train to perform the train positioning; in the case of the uplink, the VOBC sets the train with the VOBC end as the front for the train positioning. According to the train positioning, the train is controlled to leave the parking garage. Thereby, it is possible to realize that the train does not need to be changed to activate the cab in different running directions, simplifying the operation steps and improving the running efficiency of the train.
  • FIG. 1 is a schematic flow chart of a train control method according to Embodiment 1 of the present disclosure.
  • the execution subject of the embodiment of the present disclosure is VOBC, and the wakeup process and the outbound process are performed through VOBC.
  • VOBC may include Auto Train Protection (ATP) and Automatic Train Operation (ATO).
  • ATP Auto Train Protection
  • ATO Automatic Train Operation
  • the train control method includes the following steps:
  • step 101 the VOBC performs a train wakeup process.
  • the vehicle-mounted device VOBC is disposed only at one end of the train, so that the train configuration can be simplified and the train cost can be reduced. At the same time, only the VOBC at one end of the train needs to be woken up, the time required for wake-up is shortened, and the wake-up efficiency is improved.
  • the self-test process can be started, and the self-test state of the train is received. If the train self-test is successful, and the VOBC is also successfully powered on, the VOBC can perform subsequent train wake-up. process.
  • the power-on wake-up module may send a wake-up instruction to the VOBC.
  • the VOBC receives the wake-up command, it determines that its state changes from the sleep state to the wake-up state, and notifies the power-on wake-up module VOBC that the self-test is successful. Then, VOBC can perform static testing and dynamic testing. When the static test and dynamic test are completed, the train wakes up successfully.
  • the static test refers to the VOBC initiation, train coordination, VOBC and vehicle network communication, wireless communication, broadcasting, traction enable, braking, lighting, electric flute, and door after the train and VOBC complete the power-on self-test.
  • the function test is performed; the dynamic test is to apply for dynamic test authorization to the ground equipment, and control the train to move forward and backward for short distance and brake stop.
  • step 102 after the train is successfully awakened, the VOBC acquires an operation plan sent by the automatic train monitoring system ATS.
  • the VOBC may receive an operation plan sent by the ATS to trigger a step of performing a subsequent outbound process according to the operation plan.
  • step 103 according to the direction indicated by the operation plan, the VOBC sets the train running direction to be downlink or uplink.
  • the train running direction may be set to be downlink or uplink according to the direction indicated by the operation plan.
  • the lower behavior is toward the other end where the VOBC is not disposed
  • the upper behavior is toward the end where the VOBC is disposed.
  • FIG. 2 is a schematic diagram of a setting position of a VOBC according to an embodiment of the present disclosure.
  • VOBC is set in the car A of the train, and the car B of the train is not provided with VOBC. If the running plan indicates the direction is Then VOBC can set the train running direction to the downward direction; if the running plan indicates the direction is Then VOBC can set the train running direction to the upstream.
  • Step 104 In the case of downlink, VOBC performs train positioning by using the other end of the train without VOBC as the front of the train to obtain the positioning information of the train; in the case of uplink, VOBC uses the end of the train with VOBC as the front of the train for positioning of the train. To obtain the positioning information of the train.
  • the VOBC can perform train positioning according to the front of the train. It should be noted that the head is different in different running directions. Specifically, in the case of the uplink, one end of the train with the VOBC is set as the front end, and the other end of the VOBC is not configured as the rear end, and the VOBC can directly perform the train positioning according to the front end, that is, the train is configured according to the end of the train with the VOBC. Positioning. For example, referring to FIG. 2, when VOBC is set in the car A of the train, in the case of the ascending, the car A is used as the front and the car B is used as the rear. At this time, the VOBC can perform the train positioning according to the car A.
  • the other end of the train in which the VOBC is not disposed is used as the front end, and one end of the VOBC is disposed as the rear end, and the VOBC can perform the train positioning according to the front end, that is, the train positioning is performed according to the other end of the train in which the VOBC is not disposed.
  • the car B is used as the front, the car A is the rear, and the VOBC can be positioned according to the car B.
  • performing train positioning to obtain positioning information of the train includes: when in the case of uplink, the distance between the end of the VOBC and the ground transponder can be directly determined according to the train, and the front of the train is determined. location.
  • the train is configured with the distance between one end of the VOBC and the ground transponder minus the length of the train, and the distance between the other end of the train not equipped with VOBC and the ground transponder is obtained, and then according to the train
  • the distance between the other end of the VOBC and the ground transponder is not configured to determine the position of the front of the train.
  • the train positioning can be completed, thereby simplifying the positioning process of the train.
  • Step 105 Control the train to leave the parking garage according to the positioning information of the train.
  • the train can be controlled to exit the parking garage according to the direction in which the train actually travels. Specifically, during the process of driving out of the parking garage, the VOBC determines whether the train needs to travel in the direction in which the end of the VOBC is disposed. If so, the VOBC controls the train to advance in the upward direction. If not, the VOBC controls the train to retreat in the upward direction.
  • the VOBC determines whether the train needs to travel in the direction in which the other end of the VOBC is not disposed. If so, the VOBC controls the train to advance in the downward direction, and if not, the VOBC controls the train to retreat in the downstream direction.
  • the VOBC can determine based on the train running direction and the positioning information of the train. Taking the train running direction as the uplink direction, if the positioning information of the train indicates that the position of the train head is the end where the VOBC is disposed, it is determined that the train needs to travel toward the end where the VOBC is disposed; if the positioning information of the train indicates the front of the train The location is the other end where VOBC is not configured, and it is determined that the train does not need to travel toward the end where VOBC is configured.
  • the train can be controlled to leave the parking garage.
  • the train configuration can be simplified and the train cost can be reduced.
  • only the VOBC at one end of the train needs to be awakened, thereby shortening the length of time required for the train to wake up. Improve the wake-up efficiency of the train.
  • the VOBC trains the train with the other end of the VOBC as the front of the train to obtain the positioning information of the train; in the case of the uplink, the VOBC configures the train with one end of the VOBC.
  • the train As the front of the train, the train is positioned to obtain the positioning information of the train; according to the positioning information of the train, the train is controlled to leave the parking garage. Thereby, it is possible to realize that the train does not need to be changed to activate the cab in different running directions, simplifying the operation steps and improving the running efficiency of the train.
  • step 101 specifically includes the following sub-steps:
  • step 201 after the VOBC is powered on, the VOBC performs a self-test process.
  • the VOBC can perform a self-test process and receive the train self-test state.
  • step 202 can be performed.
  • Step 202 When the self-test process is successfully completed and the wake-up instruction is received, it is determined that the VOBC is in the wake-up start state, and the power-on wake-up module VOBC self-test is successfully notified.
  • the VOBC self-test process when the VOBC self-test process is successfully completed and the wake-up command sent by the power-on wake-up module is received, it is determined that the self-state changes from the sleep state to the wake-up start state, and the power-on wake-up module VOBC self-test is successfully notified.
  • step 203 the VOBC determines to start performing the train wakeup process.
  • the train wake-up process may be performed.
  • Step 204 the VOBC reads the positioning information of the train stored before the power failure from the non-volatile storage area.
  • the non-volatile storage area can be used to save the position information when the train is dormant, so that data loss during power failure can be effectively prevented.
  • the positioning information of the train stored before the power failure can be read from the non-volatile storage area.
  • Step 205 according to the positioning information of the train stored before the power failure, the VOBC performs a cyclic redundancy check CRC check.
  • the VOBC may locate the train stored before the power failure. Information, CRC check.
  • step 206 it is determined whether the verification is passed. If yes, step 208 is performed; otherwise, step 207 is performed.
  • step 208 may be triggered.
  • the CRC check fails, the read power failure is indicated.
  • the stored positioning information of the train is invalid.
  • step 207 can be triggered.
  • step 207 the VOBC enters the manual driving mode.
  • the VOBC when the CRC check fails, in order to enable the train to start normally and successfully exit the parking garage, the VOBC can enter the manual driving mode from the automatic driving mode.
  • step 208 the VOBC establishes a communication connection with the ATS, and based on the positioning information of the train stored before the power failure, the VOBC initializes the train position.
  • the VOBC when the CRC check is passed, can establish a communication connection with the ATS, so that the VOBC can exchange data with the ATS. Moreover, the VOBC can initialize the train position based on the positioning information of the train stored before the power failure, and restore the current position of the train to the train position before the power failure.
  • Step 209 based on the initialized train position, the VOBC performs a cab activation process.
  • the cab when the train is in the manual driving mode, the cab can be started by manually using the vehicle key, and when the train is in the automatic driving mode, the cab activation process can be automatically performed by VOBC.
  • the cab activation process can be performed based on the initialized train position. Specifically, the VOBC may determine whether the train position is within the preset parking area of the parking garage. When the VOBC determines that the initialized vehicle position is within the preset parking area of the parking garage, the VOBC may output an equivalent key signal to the cab device; , the equivalent key signal, used to activate the cab.
  • the VOBC may enter the standby mode, wait for manual troubleshooting, and/or the VOBC may send a prompt message for locating the fault to the ATS, so that the user can pass
  • the prompt information displayed on the interface is known to locate the fault, so that the relevant personnel can be arranged to solve the fault.
  • the standby mode is an operation mode in which the VOBC has no cab activation state after completing the self-test and initialization. In the standby mode, only the brake signal is output to ensure that the train does not move, and other control functions are not available.
  • the VOBC when the VOBC fails to initialize the train position, the VOBC can also enter the standby mode, waiting for manual troubleshooting, and/or the VOBC can send a prompt message for locating the fault to the ATS.
  • step 210 after the cab is successfully activated, the VOBC initializes the running direction to the downlink and enters the automatic running mode.
  • the VOBC may initialize the running direction to the downlink and enter the automatic running mode.
  • Step 211 in the automatic operation mode, the VOBC interacts with the ZC to perform the ZC registration process.
  • the VOBC may send a registration request to the ZC and then wait for the registration confirmation reply of the ZC.
  • Step 212 after the registration process is completed, the VOBC acquires the ZC mobile authorization.
  • the VOBC when the VOBC receives the ZC registration confirmation reply, it indicates that the VOBC and the ZC registration are successful, and the registration process is completed. Then, VOBC can obtain the mobile authorization of ZC. Specifically, the VOBC may transmit the positioning information of the train stored before the power failure to the ZC, and the ZC may determine whether the train is a train that wakes up after the sleep according to the positioning information of the train. When the ZC determines that the train is a wake-up wake-up train, it can adjust the front and rear of the train according to the running direction of the VOBC report, and send a mobile authorization to allow the travel to the VOBC. Specifically, the ZC adjusts the head position information and the tail position information of the train according to the running direction of the VOBC report, and transmits a transfer authorization to the train to allow the train to run toward the front of the position where the head is located.
  • step 213 after the VOBC performs the static test and the dynamic test ends, the wake-up process is completed.
  • static testing and dynamic testing may be performed. After performing the static testing and the dynamic testing, the VOBC completes the train wakeup process.
  • the train configuration can be simplified and the train cost can be reduced.
  • only the VOBC at one end of the train needs to be awakened, thereby shortening the time required for wake-up and improving Awaken efficiency.
  • the VOBC trains the train with the other end of the VOBC as the front of the train to obtain the positioning information of the train; in the case of the uplink, the VOBC configures the train with one end of the VOBC.
  • the train As the front of the train, the train is positioned to obtain the positioning information of the train; according to the positioning information of the train, the train is controlled to leave the parking garage. Thereby, it is possible to realize that the train does not need to be changed to activate the cab in different running directions, simplifying the operation steps and improving the running efficiency of the train.
  • the present disclosure also proposes a train control system.
  • FIG. 4 is a schematic structural diagram of a train control system according to Embodiment 3 of the present disclosure.
  • the train control system 100 includes an in-vehicle device VOBC 110 and an automatic train monitoring system ATS 120 that communicate with each other.
  • the VOBC 110 is configured to perform the train control method proposed in the foregoing embodiments of FIGS. 1-3.
  • the ATS 120 is configured to send an operation plan to the VOBC 1100 after the VOBC 110 successfully wakes up.
  • the VOBC 110 can control the train to leave the parking garage according to the operation plan.
  • the train control system of the present embodiment can simplify the train configuration and reduce the train cost by arranging the vehicle-mounted device VOBC only at one end of the train; at the same time, it only needs to wake up the VOBC at one end of the train, thereby shortening the length of time required for the train to wake up, Improve the wake-up efficiency of the train.
  • the VOBC trains the train with the other end of the VOBC as the front of the train to obtain the positioning information of the train; in the case of the uplink, the VOBC configures the train with one end of the VOBC.
  • the train As the front of the train, the train is positioned to obtain the positioning information of the train; according to the positioning information of the train, the train is controlled to leave the parking garage. Thereby, it is possible to realize that the train does not need to be changed to activate the cab in different running directions, simplifying the operation steps and improving the running efficiency of the train.
  • the train can be powered before the train wakes up and leaves the warehouse. The above process will be described in detail below with reference to FIG.
  • FIG. 5 is a schematic structural diagram of a train control system according to Embodiment 4 of the present disclosure.
  • the train control system 100 may further include: an onboard power-on wakeup module 130, a wakeup relay 140, and a feedback relay 150. among them,
  • the vehicle power-on wake-up module 130 communicates with the ATS 120.
  • the ATS 120 is further configured to acquire a power-on wake-up command for powering on each system of the train, the VOBC 110 is included in each system of the train, and the power-on wake-up command is sent to the vehicle-mounted power-on wake-up module 130;
  • the power-on wake-up command displays the power-on wake-up command replied to the vehicle-mounted power-on wake-up module 130 at the interface; when the user confirms the command, the power-on wake-up command is sent to the on-board power-on wake-up module 130 again.
  • the vehicle power-on wake-up module 130 is configured to: after receiving the power-on wake-up command sent by the ATS 120, return a power-on wake-up command to the ATS 120; receive the power-on wake-up command sent by the ATS 120 again, and determine the received power-on wake-up command twice. When the same, the power of the train indicated by the upward wake-up command is supplied.
  • the power-on wake-up command for power-on wake-up of each system of the designated train may be generated according to the operation of the user at the scheduling workstation interface, and then the ATS 120 may obtain a power-on wake-up command, wherein the power-on wake-up command may carry the relevant train related information.
  • the ATS 120 may send a power-on wake-up command to the in-vehicle power-on wake-up module 130.
  • the on-board power-on wake-up module 130 may receive the power-on wake-up command.
  • the power-on wake-up command can be returned to the ATS 120. It should be noted that, under normal circumstances, the power-on wake-up command received by the vehicle-mounted power-on wake-up module 130 and the power-on wake-up command replied to the ATS 120 should be the same.
  • the ATS 120 can display the power-on wake-up command replied to the on-board power-on wake-up module 130 at the interface, so that the user can power on the vehicle wake-up module 130.
  • the power-on wake-up command of the reply is confirmed to avoid the occurrence of an error or an error in the information transmission process.
  • the power-on wake-up command may be sent to the onboard power-on wake-up module 130 again. Accordingly, the on-board power-on wake-up module 130 may receive the power-on wake-up command sent by the ATS 120 again, and determine the reception twice. When the power-on wake-up command is the same, the power supply is indicated by the upward wake-up command.
  • the on-board power-on wake-up module 130 receives the power-on wake-up command twice and confirms the power-on wake-up command, thereby ensuring that the power-on wake-up command indication can be properly awakened in the fully automatic driverless scene.
  • the train improves the success rate of the designated train being awakened.
  • the train control system 100 may further include: a wake-up relay 140.
  • the vehicle power-on wake-up module 130 is specifically configured to control the wake-up relay 140 to continue the power supply of the train when determining that the received power-on wake-up command is the same, and send a status indication message to the ATS 120 for indicating the power-on wake-up.
  • the ATS 120 is caused to display a status indication message.
  • the wake-up relay 140 is configured to close the contacts under the control of the on-board power-on wake-up module 130 to continue the power supply of the train.
  • the on-board power-on wake-up module 130 determines that the received power-on wake-up command is the same twice, the wake-up relay 140 can be closed by the hard-wired wake-up relay 140, and after the wake-up relay 140 contacts are closed, the power supply of the train can be continued. Thus, the train systems, including the VOBC 110, can be powered up. Further, the on-board power-on wake-up module 130 may further send a status indication message for indicating the power-on wake-up to the ATS 120. After receiving the status indication message, the ATS 120 may display the status indication message on the interface, so that the user can pass the interface. Real-time knowledge of the status of the train.
  • the train control system 100 may further include: a feedback relay 150.
  • a feedback relay 150 is used to close the contacts after the VOBC 110 of the train is powered up.
  • the onboard power up wakeup module 130 is also in communication with the VOBC 110.
  • the wake-up command can be continuously sent to the VOBC 110, wherein the wake-up command is used to control the VOBC 110 to perform the wake-up process.
  • the on-board power-on wake-up module 130 continuously sends a wake-up command to the VOBC 110, which can improve the success rate of the VOBC being woken up.
  • a status indication message for indicating the power-on wakeup may also be sent to the ATS 120.
  • the state indication message for indicating the power-on wake-up failure may be sent to the ATS 120, so that the user can display the status indication message through the interface. It is known that the power-on wake-up fails, and the user can re-trigger the power-on wake-up command to re-power the train system to wake up again, which can further improve the success rate of each system of the train being awakened.
  • the present disclosure also proposes a train control device.
  • FIG. 6 is a schematic structural diagram of a train control apparatus according to Embodiment 5 of the present disclosure.
  • the train control device 200 is applied to the VOBC proposed in the foregoing embodiments of FIG. 4 to FIG. 5, and includes: a wake-up module 210, an acquisition module 220, a setting module 230, and a control module 240. among them,
  • the wake-up module 210 is configured to perform a train wake-up process.
  • the wake-up module 210 is specifically configured to: when the VOBC is powered on, when receiving the wake-up command, the VOBC determines to start the train wake-up process; the VOBC reads the power-off storage from the non-volatile storage area. Train positioning; VOBC initializes the train position according to the train positioning stored before power failure; VOBC performs the cab activation process according to the initialized train position; after the cab activation is successful, VOBC initializes the running direction to the downlink and enters the automatic operation mode. In the automatic operation mode, VOBC interacts with ZC to execute the ZC registration process; after the registration process is completed, VOBC acquires the ZC mobile authorization; after the VOBC performs static test and dynamic test, the wake-up process is completed.
  • the waking module 210 is further configured to: after the VOBC is powered on, the VOBC performs a self-test process; when the self-test process is successfully completed and the wake-up command is received, determining that the VOBC is in the wake-up state, and notifying the power-on wake-up module VOBC Self-test was successful.
  • the waking module 210 is specifically configured to: if the VOBC determines that the initialized vehicle position is in the preset parking area of the parking garage, output an equivalent key signal to the cab device; an equivalent key signal is used for The cab is activated; if the VOBC determines that the initialized train position is not within the preset parking area of the parking garage, the VOBC enters the standby mode and/or sends a prompt message for locating the fault to the ATS; the standby mode is used to wait for manual troubleshooting.
  • the wake-up module 210 is further configured to: after the VOBC reads the positioning information of the train stored before the power-off from the non-volatile storage area, perform VR redundancy according to the positioning information of the train stored before the power-off Checking the CRC check; if the CRC check passes, the VOBC establishes a communication connection with the ATS, and performs the step of initializing the train position according to the positioning information of the train stored before the power failure; if the CRC check fails, the VOBC Enter the manual driving mode.
  • the obtaining module 220 is configured to obtain an operation plan sent by the automatic train monitoring system ATS after the train is successfully awake.
  • the setting module 230 is configured to set the running direction of the train to be downlink or uplink according to the direction indicated by the operation plan.
  • the control module 240 is configured to perform the train positioning to obtain the positioning information of the train by using the other end of the train without the VOBC as the front of the train in the case of the downlink, and to train the train with the VOBC end as the front in the case of the uplink. Positioning to obtain the positioning information of the train; and controlling the train to leave the parking garage according to the positioning information of the train.
  • control module 240 is specifically configured to: when the VOBC determines that the train needs to travel in the direction of the other end not equipped with the VOBC, the VOBC controls the train to advance in the downward direction; In the process of leaving the parking garage, VOBC determines that the train needs to travel in the direction of the end where the VOBC is arranged, and the VOBC controls the train to retreat in the downward direction.
  • control module 240 is further configured to: during the process of driving out of the parking garage, the VOBC determines that the train needs to travel toward the other end where the VOBC is not configured, and the VOBC controls the train to retreat in the upward direction; During the library process, VOBC determines that the train needs to travel in the direction of the end where VOBC is configured, and VOBC controls the train to advance in the upward direction.
  • control module 240 is further configured to obtain a distance between one end of the train configured with the VOBC and the ground transponder; and subtract the length of the train from the distance between the end of the train configured with the VOBC and the ground transponder to obtain
  • the train is not equipped with the distance between the other end of the VOBC and the ground transponder; the position of the front of the train is determined according to the distance between the other end of the VOBC and the ground transponder.
  • the train control device of the present embodiment can simplify the train configuration and reduce the train cost by arranging the vehicle-mounted device VOBC only at one end of the train. At the same time, it is only necessary to wake up the VOBC at one end of the train, thereby shortening the length of time required for the train to wake up. Improve the wake-up efficiency of the train.
  • the VOBC trains the train with the other end of the VOBC as the front of the train to obtain the positioning information of the train; in the case of the uplink, the VOBC configures the train with one end of the VOBC.
  • the train As the front of the train, the train is positioned to obtain the positioning information of the train; according to the positioning information of the train, the train is controlled to leave the parking garage. Thereby, it is possible to realize that the train does not need to be changed to activate the cab in different running directions, simplifying the operation steps and improving the running efficiency of the train.
  • the present disclosure further provides a computer device, including: a memory, a processor, and a computer program stored on the memory and operable on the processor, when the processor executes the program,
  • a computer device including: a memory, a processor, and a computer program stored on the memory and operable on the processor, when the processor executes the program.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” or “second” may include at least one of the features, either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • Any process or method description in the flowcharts or otherwise described herein may be understood to represent a module, segment or portion of code comprising one or more executable instructions for implementing the steps of a custom logic function or process.
  • the scope of the preferred embodiments of the present disclosure includes additional implementations, in which the functions may be performed in a substantially simultaneous manner or in an inverse order depending on the functions involved, in the order shown or discussed. It will be understood by those skilled in the art to which the embodiments of the present disclosure pertain.
  • a "computer-readable medium” can be any apparatus that can contain, store, communicate, propagate, or transport a program for use in an instruction execution system, apparatus, or device, or in conjunction with the instruction execution system, apparatus, or device.
  • computer readable media include the following: electrical connections (electronic devices) having one or more wires, portable computer disk cartridges (magnetic devices), random access memory (RAM), Read only memory (ROM), erasable editable read only memory (EPROM or flash memory), fiber optic devices, and portable compact disk read only memory (CDROM).
  • the computer readable medium may even be a paper or other suitable medium on which the program can be printed, as it may be optically scanned, for example by paper or other medium, followed by editing, interpretation or, if appropriate, other suitable The method is processed to obtain the program electronically and then stored in computer memory.
  • portions of the present disclosure can be implemented in hardware, software, firmware, or a combination thereof.
  • multiple steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system.
  • a suitable instruction execution system For example, if implemented in hardware and in another embodiment, it can be implemented by any one or combination of the following techniques well known in the art: discrete with logic gates for implementing logic functions on data signals Logic circuits, application specific integrated circuits with suitable combinational logic gates, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), and the like.
  • each functional unit in various embodiments of the present disclosure may be integrated into one processing module, or each unit may exist physically separately, or two or more units may be integrated into one module.
  • the above integrated modules can be implemented in the form of hardware or in the form of software functional modules.
  • the integrated modules, if implemented in the form of software functional modules and sold or used as stand-alone products, may also be stored in a computer readable storage medium.
  • the above mentioned storage medium may be a read only memory, a magnetic disk or an optical disk or the like. While the embodiments of the present disclosure have been shown and described above, it is understood that the foregoing embodiments are illustrative and are not to be construed as limiting the scope of the disclosure The embodiments are subject to variations, modifications, substitutions and variations.

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Abstract

一种列车控制方法、装置和系统，其中，列车的一端配置有车载设备VOBC，方法包括：VOBC执行列车唤醒过程（101）；列车被成功唤醒后，VOBC获取自动列车监控系统ATS发送的运行计划（102）；根据运行计划指示的方向，VOBC设置列车运行方向为下行或上行（103）；在下行的情况下，VOBC将列车未配置有VOBC的另一端作为车头进行列车定位以获取列车的定位信息，在上行的情况下，VOBC将列车配置有VOBC的一端作为车头进行列车定位以获取列车的定位信息（104）；依据列车的定位信息，控制列车驶出停车库（105）。能够实现简化列车配置，降低列车成本，缩短列车唤醒所需时长，提高列车的唤醒效率。进一步地，可以实现在不同运行方向时，列车无需换端激活驾驶室，简化操作步骤，提升列车运行效率。

Description

列车控制方法、装置和系统
相关申请的交叉引用
本公开要求比亚迪股份有限公司于2018年01月08日提交的、发明名称为“列车控制方法、装置和系统”的、中国专利申请号为“201810015698.2”的优先权。
技术领域
本公开涉及轨道交通技术领域，尤其涉及一种列车控制方法、装置和系统。
背景技术
相关技术中，全自动无人驾驶列车，在列车的车头和车尾中各设置一套车载设备。在远程唤醒时，头尾端按照默认顺序，一端先执行唤醒过程，而后自动换到另一端，由另一端执行唤醒过程，当两端均成功唤醒后，列车才可唤醒成功。进而，在自动列车监控系统(Automatic Train Supervision，ATS)的监控下，列车运行出库。
由于在列车执行唤醒过程时，只有头尾两端车载设备均成功唤醒时，列车才可唤醒成功，若其中一端车载设备在唤醒过程中出现差错，则列车唤醒失败，导致列车被唤醒的成功率较低。并且，由于需要对两端的车载设备轮流唤醒，导致列车唤醒时间较长。进一步地，在列车唤醒后，当ATS指示的运行方向与列车初始激活一端的驾驶室不匹配时，列车还需要换另一端激活驾驶室，才能够正常发车出库，操作繁琐，导致列车的运行效率较低。
发明内容
本公开旨在至少在一定程度上解决相关技术中的技术问题之一。
为此，本公开的第一个目的在于提出一种列车控制方法，通过列车单端设置VOBC以实现简化列车配置，降低列车成本，缩短列车唤醒所需时长，提高列车的唤醒效率。进一步地，可以实现在不同运行方向时，列车无需换端激活驾驶室，简化操作步骤，提升列车运行效率。
本公开的第二个目的在于提出一种列车控制装置。
本公开的第三个目的在于提出一种列车控制系统。
本公开的第四个目的在于提出一种计算机设备。
为达上述目的，本公开第一方面实施例提出了一种列车控制方法，列车的一端配置有车载设备VOBC，所述列车控制方法，包括：
VOBC执行列车唤醒过程；
列车被成功唤醒后，所述VOBC获取自动列车监控系统ATS发送的运行计划；
根据所述运行计划指示的方向，所述VOBC设置列车运行方向为下行或上行；
在下行的情况下，所述VOBC将所述列车未配置有VOBC的另一端作为车头进行列车定位以获取列车的定位信息；在上行的情况下，所述VOBC将所述列车配置有VOBC的一端作为车头进行列车定位以获取列车的定位信息；
依据所述列车的定位信息，控制所述列车驶出停车库。
本公开实施例的列车控制方法，通过仅在列车的一端配置有车载设备VOBC，从而可以简化列车配置，降低列车成本；同时，仅需要对列车一端的VOBC进行唤醒，缩短了列车唤醒所需时长，提高列车的唤醒效率。此外，本实施例中，通过在下行的情况下，VOBC将列车未配置有VOBC的另一端作为车头进行列车定位以获取列车的定位信息；在上行的情况下，VOBC将列车配置有VOBC的一端作为车头进行列车定位以获取列车的定位信息；依据列车的定位信息，控制列车驶出停车库。由此，可以实现在不同运行方向时，列车无需换端激活驾驶室，简化操作步骤，提升列车运行效率。
为达上述目的，本公开第二方面实施例提出了一种列车控制装置，应用于VOBC，所述装置包括：
唤醒模块，用于执行列车唤醒过程；
获取模块，用于列车被成功唤醒后，获取自动列车监控系统ATS发送的运行计划；
设置模块，用于根据所述运行计划指示的方向，设置列车运行方向为下行或上行；
控制模块，用于在下行的情况下，将所述列车未配置有VOBC的另一端作为车头进行列车定位以获取列车的定位信息，在上行的情况下，将所述列车配置有VOBC的一端作为车头进行列车定位以获取列车的定位信息，并根据所述列车的定位信息，控制所述列车驶出停车库。
本公开实施例的列车控制装置，通过仅在列车的一端配置有车载设备VOBC，从而可以简化列车配置，降低列车成本；同时，仅需要对列车一端的VOBC进行唤醒，缩短了列车唤醒所需时长，提高列车的唤醒效率。此外，本实施例中，通过在下行的情况下，VOBC将车未配置有VOBC的另一端作为车头进行列车定位以获取列车的定位信息；在上行的情况下，VOBC将列车配置有VOBC的一端作为车头进行列车定位以获取列车的定位 信息；依据列车的定位信息，控制列车驶出停车库。由此，可以实现在不同运行方向时，列车无需换端激活驾驶室，简化操作步骤，提升列车运行效率。
为达上述目的，本公开第三方面实施例提出了一种列车控制系统，包括：相互通信的车载设备VOBC和自动列车监控系统ATS；
所述VOBC，用于执行本公开第一方面实施例所述的列车控制方法；
所述ATS，用于所述VOBC成功唤醒后，向所述VOBC发送运行计划。
本公开实施例的列车控制系统，通过仅在列车的一端配置有车载设备VOBC，从而可以简化列车配置，降低列车成本；同时，仅需要对列车一端的VOBC进行唤醒，缩短了列车唤醒所需时长，提高列车的唤醒效率。此外，本实施例中，通过在下行的情况下，VOBC将列车未配置有VOBC的另一端作为车头进行列车定位以获取列车的定位信息；在上行的情况下，VOBC将列车配置有VOBC的一端作为车头进行列车定位以获取列车的定位信息；依据列车的定位信息，控制列车驶出停车库。由此，可以实现在不同运行方向时，列车无需换端激活驾驶室，简化操作步骤，提升列车运行效率。
为了实现上述目的，本公开第四方面实施例提出了一种计算机设备，包括：存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，所述处理器执行所述程序时，实现如本公开第一方面实施例所述的列车控制方法。
本公开附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本公开的实践了解到。
附图说明
本公开上述的和/或附加的方面和优点从下面结合附图对实施例的描述中将变得明显和容易理解，其中：
图1为本公开实施例一所提供的列车控制方法的流程示意图；
图2为本公开实施例中VOBC的设置位置示意图；
图3为本公开实施例二所提供的列车控制方法的流程示意图；
图4为本公开实施例三所提供的列车控制系统的结构示意图；
图5为本公开实施例四所提供的列车控制系统的结构示意图；
图6为本公开实施例五所提供的列车控制装置的结构示意图。
具体实施方式
下面详细描述本公开的实施例，所述实施例的示例在附图中示出，其中自始至终相同 或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本公开，而不能理解为对本公开的限制。
相关技术中，全自动无人驾驶列车，在列车的车头和车尾中各设置一套车载设备，且每套车载设备都是A/B两系冗余配置的。在远程唤醒时，头尾端按照默认顺序，一端先执行唤醒过程，而后自动换到另一端，由另一端执行唤醒过程，当两端均成功唤醒后，列车才可唤醒成功。当列车唤醒成功时，可以向自动列车监控系统(Automatic Train Supervision，ATS)申请运行方向，而后列车可以根据ATS发送的运行方向，激活列车一端的驾驶室。如果运行方向指示的激活端与当前激活端不一致，则自动换到另一端，激活另一端的驾驶室，如果一致，则无需换端。然后列车可以向ZC申请移动授权，根据ZC的移动授权信息，控制列车运行出库。
由于列车在运行时，只需激活其中一套车载设备，而另一套车载设备未处于激活状态，从而导致资源浪费，并且增加列车成本。此外，在列车执行唤醒过程时，只有头尾两端车载设备均成功唤醒时，列车才可唤醒成功，若其中一端车载设备在唤醒过程中出现差错，则列车唤醒失败，导致列车被唤醒的成功率较低。并且，由于需要对两端的车载设备轮流唤醒，导致列车唤醒时间较长。进一步地，在运行方向不同时，列车需要换端激活驾驶室，才能够正常发车出库，操作繁琐，导致列车的运行效率较低。
针对相关技术中列车唤醒时间长、成本高、可用性较低，并且在运行方向不同时，列车需要换端激活驾驶室，才能够正常发车出库，操作繁琐，导致列车的运行效率较低的问题，本公开实施例中，通过仅在列车的一端配置有车载设备VOBC，从而可以简化列车配置，降低列车成本；同时，仅需要对列车一端的VOBC进行唤醒，缩短了列车唤醒所需时长，提高列车的唤醒效率。此外，本公开实施例中，通过在下行的情况下，VOBC将列车未配置有VOBC的另一端作为车头进行列车定位；在上行的情况下，VOBC将列车配置有VOBC的一端作为车头进行列车定位；依据列车定位，控制列车驶出停车库。由此，可以实现在不同运行方向时，列车无需换端激活驾驶室，简化操作步骤，提升列车运行效率。
下面参考附图描述本公开实施例的列车控制方法、装置和系统。在具体描述本公开实施例之前，为了便于理解，首先对常用技术词进行介绍：
VOBC，车载设备(Vehicle On Board Controller)
ZC，区域控制器(Zone Controller)
CRC，循环冗余校验(Cyclic Redundancy Check)
图1为本公开实施例一所提供的列车控制方法的流程示意图。
本公开实施例的执行主体为VOBC，通过VOBC执行唤醒过程和出库过程。
其中，VOBC可以包括列车自动防护系统(Auto Train Protection，简称ATP)和列车 自动操作系统(Automatic Train Operation，简称ATO)。
如图1所示，该列车控制方法包括以下步骤：
步骤101，VOBC执行列车唤醒过程。
本公开实施例中，仅在列车的一端配置有车载设备VOBC，从而可以简化列车配置，降低列车成本；同时，仅需要对列车一端的VOBC进行唤醒，缩短了唤醒所需时长，提高唤醒效率。
本公开实施例中，当VOBC上电后，可以启动自检过程，并接收列车的自检状态，若列车上电自检成功，且VOBC也上电自检成功，则VOBC可以执行后续列车唤醒过程。
具体地，上电唤醒模块可以向VOBC发送唤醒指令，当VOBC接收到唤醒指令时，确定自身状态从休眠状态变为唤醒启动状态，同时通知上电唤醒模块VOBC自检成功。而后，VOBC可以进行静态测试和动态测试，当静态测试和动态测试完成后，列车唤醒成功。其中，静态测试是指在列车及VOBC完成上电自检后，由VOBC发起、列车配合，对VOBC与车辆的网络通信、无线通信、广播、牵引使能、制动、照明、电笛、车门等进行功能测试；动态测试是指向地面设备申请动态测试授权，控制列车向前、向后进行短距离移动和制动停车。
步骤102，列车被成功唤醒后，VOBC获取自动列车监控系统ATS发送的运行计划。
本公开实施例中，列车被成功唤醒后，可以等待发车。具体地，VOBC可以接收ATS发送的运行计划，以根据运行计划，触发后续执行出库过程的步骤。
步骤103，根据运行计划指示的方向，VOBC设置列车运行方向为下行或上行。
本公开实施例中，当VOBC接收到运行计划后，可以根据运行计划指示的方向，设置列车运行方向为下行或上行。其中，下行为朝向未配置有VOBC的另一端行驶，而上行为朝向配置有VOBC的一端行驶。
举例而言，参见图2，图2为本公开实施例中VOBC的设置位置示意图。其中，VOBC设置在列车的车厢A中，而列车的车厢B未设置有VOBC。如果运行计划指示的方向为
Figure PCTCN2018123456-appb-000001
则VOBC可以设置列车运行方向为下行；如果运行计划指示的方向为
Figure PCTCN2018123456-appb-000002
则VOBC可以设置列车运行方向为上行。
步骤104，在下行的情况下，VOBC将列车未配置有VOBC的另一端作为车头进行列车定位以获取列车的定位信息；在上行的情况下，VOBC将列车配置有VOBC的一端作为车头进行列车定位以获取列车的定位信息。
本公开实施例中，VOBC可以根据列车的车头进行列车定位。需要说明是，不同的运行方向下，车头不同。具体地，在上行的情况下，将列车配置有VOBC的一端作为车头，而未配置有VOBC的另一端作为车尾，VOBC可以直接根据车头进行列车定位，即根据列 车配置有VOBC的一端进行列车定位。例如，参见图2，当VOBC设置在列车的车厢A中时，在上行的情况下，将车厢A作为车头，车厢B作为车尾，此时，VOBC可以根据车厢A进行列车定位。
而在下行的情况下，将列车未配置有VOBC的另一端作为车头，配置有VOBC的一端作为车尾，VOBC可以根据车头进行列车定位，即根据列车未配置有VOBC的另一端进行列车定位。仍以上述例子示例，在下行的情况下，将车厢B作为车头，车厢A作为车尾，VOBC可以根据车厢B进行列车定位。
作为一种可能的实现方式，进行列车定位以获取列车的定位信息，包括：当在上行的情况下时，可以直接根据列车配置有VOBC的一端与地面应答器之间的距离，确定列车的车头所在位置。当在下行的情况下时，将列车配置有VOBC的一端与地面应答器之间的距离减去列车的长度，得到列车未配置有VOBC的另一端与地面应答器之间的距离，而后根据列车未配置有VOBC的另一端与地面应答器之间的距离，确定列车的车头所在位置。本实施例中，通过在地面设置一个应答器，即可完成列车定位，从而可以简化列车的定位过程。
步骤105，依据列车的定位信息，控制列车驶出停车库。
本公开实施例中，可以根据列车实际所需行驶的方向，控制列车驶出停车库。具体地，在上行驶出停车库过程中，VOBC判断列车是否需朝向配置有VOBC的一端所在方向行驶，若是，则VOBC控制列车沿上行方向前进，若否，则VOBC控制列车沿上行方向后退。
在下行驶出停车库过程中，VOBC判断列车是否需朝向未配置有VOBC的另一端所在方向行驶，若是，则VOBC控制列车沿下行方向前进，若否，则VOBC控制列车沿下行方向后退。
具体地，VOBC判断列车是否需朝向配置有VOBC的一端所在方向行驶时，可以根据列车运行方向和列车的定位信息进行判断。以列车运行方向为上行方向为例，若列车的定位信息指示列车的车头所在的位置为配置有VOBC的一端，则确定列车需要朝向配置有VOBC的一端行驶；若列车的定位信息指示列车的车头所在的位置为未配置有VOBC的另一端，则确定列车不需要朝向配置有VOBC的一端行驶。
进一步地，VOBC确定了列车的实际行驶方向后，根据ZC发送的移动授权信息，即可控制列车驶出停车库。
本实施例的列车控制方法，通过仅在列车的一端配置有车载设备VOBC，从而可以简化列车配置，降低列车成本；同时，仅需要对列车一端的VOBC进行唤醒，缩短了列车唤醒所需时长，提高列车的唤醒效率。此外，本实施例中，通过在下行的情况下，VOBC将 列车未配置有VOBC的另一端作为车头进行列车定位以获取列车的定位信息；在上行的情况下，VOBC将列车配置有VOBC的一端作为车头进行列车定位以获取列车的定位信息；依据列车的定位信息，控制列车驶出停车库。由此，可以实现在不同运行方向时，列车无需换端激活驾驶室，简化操作步骤，提升列车运行效率。
作为一种可能的实现方式，参见图3，在图1所示实施例的基础上，步骤101具体包括以下子步骤：
步骤201，VOBC上电后，VOBC执行自检过程。
本公开实施例中，当VOBC上电后，VOBC可以执行自检过程，并接收列车自检状态，当列车和VOBC均自检过程成功完成时，此时，可以执行步骤202。
步骤202，当自检过程成功完成且接收到唤醒指令时，确定VOBC处于唤醒启动状态，并通知上电唤醒模块VOBC自检成功。
本公开实施例中，当VOBC自检过程成功完成，且接收到上电唤醒模块发送的唤醒指令时，确定自身状态从休眠状态变为唤醒启动状态，同时通知上电唤醒模块VOBC自检成功。
步骤203，VOBC确定开始执行列车唤醒过程。
本公开实施例中，当VOBC自检成功时，可以执行列车唤醒过程。
步骤204，VOBC从非易失性存储区中读取断电前存储的列车的定位信息。
本公开实施例中，可以采用非易失性存储区保存列车休眠时的位置信息，从而可以有效防止掉电时数据缺失。当列车上电后，即可从非易失性存储区中读取断电前存储的列车的定位信息。
步骤205，根据断电前存储的列车的定位信息，VOBC进行循环冗余校验CRC校验。
可选地，为了验证从非易失性存储区中读取的断电前存储的列车的定位信息的有效性和准确性，本公开实施例中，VOBC可以对断电前存储的列车的定位信息，进行CRC校验。
步骤206，判断校验是否通过，若是，执行步骤208，否则，执行步骤207。
可选地，当CRC检验通过时，表明读取的断电前存储的列车的定位信息是有效的，此时，可以触发步骤208，当CRC校验未通过时，表明读取的断电前存储的列车的定位信息是无效的，此时，可以触发步骤207。
步骤207，VOBC进入人工驾驶模式。
本公开实施例中，当CRC校验未通过时，为了使得列车能够正常发车，成功驶出停车库，VOBC可以从自动驾驶模式进入人工驾驶模式。
步骤208，VOBC建立与ATS之间的通信连接，并根据断电前存储的列车的定位信 息，VOBC初始化列车位置。
本公开实施例中，当CRC校验通过后，VOBC即可与ATS之间建立通信连接，从而VOBC可以与ATS交互数据。并且，VOBC可以根据断电前存储的列车的定位信息，初始化列车位置，使列车的当前位置恢复为断电前的列车定位。
步骤209，根据初始化的列车位置，VOBC执行驾驶室激活过程。
本公开实施例中，当列车处于人工驾驶模式时，可以通过人工使用车钥匙启动驾驶室，而当列车处于自动驾驶模式时，可以通过VOBC，自动执行驾驶室激活过程。
具体地，当VOBC成功初始化列车位置后，可以根据初始化的列车位置，执行驾驶室激活过程。具体地，VOBC可以判断列车位置是否处于停车库的预设停车区域内，当VOBC确定初始化的车位置处于停车库的预设停车区域内时，VOBC可以向驾驶室设备输出等效钥匙信号；其中，等效钥匙信号，用于激活驾驶室。而当VOBC确定初始化的列车位置未处于停车库的预设停车区域内时，VOBC可以进入待机模式，等待人工排除故障，和/或，VOBC可以向ATS发送定位故障的提示信息，从而用户可以通过界面显示的提示信息，获知定位故障，从而安排相关人员排除故障。
其中，待机模式是VOBC在完成自检、初始化后，无驾驶室激活状态的一种工作模式，在待机模式下，仅输出制动信号以保证列车不移动，其他控制功能不可用。
进一步地，当VOBC初始化列车位置失败后，VOBC同样可以进入待机模式，等待人工排除故障，和/或，VOBC可以向ATS发送定位故障的提示信息。
步骤210，在驾驶室激活成功后，VOBC初始化运行方向为下行，并进入自动运行模式。
正常情况下，列车是上行进入停车库，相应地，列车可以下行驶出停车库。因此，本公开实施例中，在驾驶室激活成功后，VOBC可以初始化运行方向为下行，并进入自动运行模式。
步骤211，在自动运行模式下，VOBC与ZC交互以执行ZC注册过程。
具体地，VOBC可以向ZC发送注册请求，而后等待ZC的注册确认回复。
步骤212，在注册过程执行完毕后，VOBC获取ZC的移动授权。
可选地，当VOBC接收到ZC的注册确认回复后，表明VOBC与ZC注册成功，此时，注册过程执行完毕。而后，VOBC可以获取ZC的移动授权。具体地，VOBC可以向ZC发送断电前存储的列车的定位信息，ZC可以根据列车的定位信息判断列车是否为休眠后唤醒的列车。当ZC确定该列车为休眠唤醒后的列车，可以根据VOBC汇报的运行方向，调整列车的车头和车尾，并向VOBC发送允许行驶的移动授权。具体地，ZC根据VOBC汇报的运行方向，调整列车的车头位置信息和车尾位置信息，用于向列车发送移送授权，以 允许列车朝向车头所在的位置前方运行。
步骤213，VOBC执行静态测试和动态测试结束后，完成唤醒过程。
可选地，当VOBC获取ZC的移动授权后，可以执行静态测试和动态测试，当执行完静态测试和动态测试后，VOBC完成列车唤醒过程。
本实施例的列车控制方法，通过仅在列车的一端配置有车载设备VOBC，从而可以简化列车配置，降低列车成本；同时，仅需要对列车一端的VOBC进行唤醒，缩短了唤醒所需时长，提高唤醒效率。此外，本实施例中，通过在下行的情况下，VOBC将列车未配置有VOBC的另一端作为车头进行列车定位以获取列车的定位信息；在上行的情况下，VOBC将列车配置有VOBC的一端作为车头进行列车定位以获取列车的定位信息；依据列车的定位信息，控制列车驶出停车库。由此，可以实现在不同运行方向时，列车无需换端激活驾驶室，简化操作步骤，提升列车运行效率。
为了实现上述实施例，本公开还提出一种列车控制系统。
图4为本公开实施例三所提供的列车控制系统的结构示意图。
如图4所示，该列车控制系统100包括：相互通信的车载设备VOBC110和自动列车监控系统ATS120。
VOBC110，用于执行前述图1-图3实施例提出的列车控制方法。
ATS120，用于在VOBC110成功唤醒后，向VOBC1100发送运行计划。相应地，VOBC110在接收到运行计划后，可以根据运行计划，控制列车驶出停车库。
本实施例的列车控制系统，通过仅在列车的一端配置有车载设备VOBC，从而可以简化列车配置，降低列车成本；同时，仅需要对列车一端的VOBC进行唤醒，缩短了列车唤醒所需时长，提高列车的唤醒效率。此外，本实施例中，通过在下行的情况下，VOBC将列车未配置有VOBC的另一端作为车头进行列车定位以获取列车的定位信息；在上行的情况下，VOBC将列车配置有VOBC的一端作为车头进行列车定位以获取列车的定位信息；依据列车的定位信息，控制列车驶出停车库。由此，可以实现在不同运行方向时，列车无需换端激活驾驶室，简化操作步骤，提升列车运行效率。
作为一种可能的实现方式，在列车唤醒和出库之前，还可以对列车进行供电。下面结合图5，对上述过程进行详细说明。
图5为本公开实施例四所提供的列车控制系统的结构示意图。
如图5所示，在图4所示实施例的基础上，该列车控制系统100还可以包括：车载上电唤醒模块130、唤醒继电器140以及反馈继电器150。其中，
车载上电唤醒模块130与ATS120进行通信。
ATS120，还用于获取用于对列车各系统进行上电唤醒的上电唤醒命令，列车各系统 中包括VOBC110；向车载上电唤醒模块130发送上电唤醒命令；接收车载上电唤醒模块130回复的上电唤醒命令，并在界面对车载上电唤醒模块130回复的上电唤醒命令进行显示；当探测到用户确认指令时，再次向车载上电唤醒模块130发送上电唤醒命令。
车载上电唤醒模块130，用于接收到ATS120发送的上电唤醒命令之后，向ATS120回复上电唤醒命令；再次接收ATS120发送的上电唤醒命令，并在确定两次接收到的上电唤醒命令相同时，向上电唤醒命令指示的列车供电。
具体地，可以根据用户在调度工作站界面的操作，生成对指定列车各系统进行上电唤醒的上电唤醒命令，而后ATS120可以获取上电唤醒命令，其中，上电唤醒命令可以携带指定列车的相关信息。当ATS120接收到上电唤醒命令后，可以向车载上电唤醒模块130发送上电唤醒命令，相应地，车载上电唤醒模块130可以接收上电唤醒命令。当车载上电唤醒模块130接收到上电唤醒命令后，可以向ATS120回复上电唤醒命令。需要说明的是，在正常情况下，车载上电唤醒模块130接收到的上电唤醒命令与向ATS120回复的上电唤醒命令应当是相同的。
相应地，ATS120在接收到车载上电唤醒模块130回复的上电唤醒命令后，可以在界面对车载上电唤醒模块130回复的上电唤醒命令进行显示，从而用户可以对车载上电唤醒模块130回复的上电唤醒命令进行确认，以免发生误操作或信息传输过程发生错误的情况。
当ATS120探测到用户确认指令时，可以再次向车载上电唤醒模块130发送上电唤醒命令，相应地，车载上电唤醒模块130可以再次接收ATS120发送的上电唤醒命令，并在确定两次接收到的上电唤醒命令相同时，向上电唤醒命令指示的列车供电。
本公开实施例中，通过车载上电唤醒模块130两次接收上电唤醒命令，并对上电唤醒命令进行确认，可以确保在全自动无人驾驶的场景下，能够正确唤醒上电唤醒命令指示的列车，提升指定列车被唤醒的成功率。
本公开实施例中，列车控制系统100还可以包括：唤醒继电器140。
车载上电唤醒模块130，具体用于在确定两次接收到的上电唤醒命令相同时，控制唤醒继电器140接续列车的供电，并向ATS120发送用于指示上电唤醒中的状态指示消息，以使ATS120对状态指示消息进行显示。
唤醒继电器140，用于在车载上电唤醒模块130的控制下触点闭合，以接续列车的供电。
具体地，当车载上电唤醒模块130确定两次接收到的上电唤醒命令相同时，可以通过硬线驱动唤醒继电器140触点闭合，在唤醒继电器140触点闭合后，可以接续列车的供电，从而列车各系统，包括VOBC110可以上电启动。进一步地，车载上电唤醒模块130还可以向ATS120发送用于指示上电唤醒中的状态指示消息，当ATS120接收到状态指示消 息后，可以在界面对状态指示消息进行显示，从而用户可以通过界面，实时获知列车的状态。
本公开实施例中，列车控制系统100还可以包括：反馈继电器150。
反馈继电器150，用于在列车的VOBC110上电后，触点闭合。
可选地，当车载上电唤醒模块130还与VOBC110通信。当车载上电唤醒模块130探测到反馈继电器150触点闭合时，可以持续向VOBC110发送唤醒指令，其中，唤醒指令用于控制VOBC110执行唤醒过程。
本公开实施例中，通过车载上电唤醒模块130持续向VOBC110发送唤醒指令，可以提升VOBC被唤醒的成功率。
此外，当车载上电唤醒模块130探测到反馈继电器150触点闭合之后，还可以向ATS120发送用于指示上电唤醒中的状态指示消息。当车载上电唤醒模块130在预设时长内未探测到反馈继电器140触点闭合时，可以向ATS120发送用于指示上电唤醒失败的状态指示消息，从而用户可以通过界面显示的状态指示消息，获知上电唤醒失败，进而用户可以重新触发上电唤醒命令，以对列车各系统重新进行上电唤醒，能够进一步提升列车各系统被唤醒的成功率。
为了实现上述实施例，本公开还提出一种列车控制装置。
图6为本公开实施例五所提供的列车控制装置的结构示意图。
如图6所示，该列车控制装置200，应用于前述图4-图5实施例提出的VOBC，包括：唤醒模块210、获取模块220、设置模块230，以及控制模块240。其中，
唤醒模块210，用于执行列车唤醒过程。
作为一种可能的实现方式，唤醒模块210，具体用于VOBC上电后，当接收到唤醒指令时，VOBC确定开始执行列车唤醒过程；VOBC从非易失性存储区中读取断电前存储的列车定位；根据断电前存储的列车定位，VOBC初始化列车位置；根据初始化的列车位置，VOBC执行驾驶室激活过程；在驾驶室激活成功后，VOBC初始化运行方向为下行，并进入自动运行模式；在自动运行模式下，VOBC与ZC交互以执行ZC注册过程；在注册过程执行完毕后，VOBC获取ZC的移动授权；VOBC执行静态测试和动态测试结束后，完成唤醒过程。
可选地，唤醒模块210，还用于在VOBC上电后，VOBC执行自检过程；当自检过程成功完成且接收到唤醒指令时，确定VOBC处于唤醒启动状态，并通知上电唤醒模块VOBC自检成功。
作为另一种可能的实现方式，唤醒模块210，具体用于若VOBC确定初始化的车位置处于停车库的预设停车区域内，向驾驶室设备输出等效钥匙信号；等效钥匙信号，用于激 活驾驶室；若VOBC确定初始化的列车位置未处于停车库的预设停车区域内，VOBC进入待机模式和/或向ATS发送定位故障的提示信息；待机模式用于等待人工排除故障。
可选地，唤醒模块210，还用于在VOBC从非易失性存储区中读取断电前存储的列车的定位信息之后，根据断电前存储的列车的定位信息，VOBC进行循环冗余校验CRC校验；若CRC校验通过，VOBC建立与ATS之间的通信连接，并执行根据断电前存储的列车的定位信息，VOBC初始化列车位置的步骤；若CRC校验未通过，VOBC进入人工驾驶模式。
获取模块220，用于列车被成功唤醒后，获取自动列车监控系统ATS发送的运行计划。
设置模块230，用于根据运行计划指示的方向，设置列车运行方向为下行或上行。
控制模块240，用于在下行的情况下，将列车未配置有VOBC的另一端作为车头进行列车定位以获取列车的定位信息，在上行的情况下，将列车配置有VOBC的一端作为车头进行列车定位以获取列车的定位信息；并依据列车的定位信息，控制列车驶出停车库。
作为一种可能的实现方式，控制模块240，具体用于在下行驶出停车库过程中，VOBC确定列车需朝向未配置有VOBC的另一端所在方向行驶时，VOBC控制列车沿下行方向前进；在下行驶出停车库过程中，VOBC确定列车需朝向配置有VOBC的一端所在方向行驶时，VOBC控制列车沿下行方向后退。
可选地，控制模块240，还用于在上行驶出停车库过程中，VOBC确定列车需朝向未配置有VOBC的另一端所在方向行驶时，VOBC控制列车沿上行方向后退；在上行驶出停车库过程中，VOBC确定列车需朝向配置有VOBC的一端所在方向行驶时，VOBC控制列车沿上行方向前进。
可选地，控制模块240，还用于获取列车配置有VOBC的一端与地面应答器之间的距离；从列车配置有VOBC的一端与地面应答器之间的距离减去列车的长度，以得到列车未配置有VOBC的另一端与地面应答器之间的距离；根据列车未配置有VOBC的另一端与地面应答器之间的距离，确定列车的车头所在位置。
需要说明的是，前述对列车控制方法实施例的解释说明也适用于该实施例的列车控制装置200，其实现原理类似，此处不再赘述。
本实施例的列车控制装置，通过仅在列车的一端配置有车载设备VOBC，从而可以简化列车配置，降低列车成本；同时，仅需要对列车一端的VOBC进行唤醒，缩短了列车唤醒所需时长，提高列车的唤醒效率。此外，本实施例中，通过在下行的情况下，VOBC将列车未配置有VOBC的另一端作为车头进行列车定位以获取列车的定位信息；在上行的情况下，VOBC将列车配置有VOBC的一端作为车头进行列车定位以获取列车的定位信息； 依据列车的定位信息，控制列车驶出停车库。由此，可以实现在不同运行方向时，列车无需换端激活驾驶室，简化操作步骤，提升列车运行效率。
为了实现上述实施例，本公开还提出一种计算机设备，包括：存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，所述处理器执行所述程序时，实现如本公开前述实施例提出的列车控制方法。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本公开的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为，表示包括一个或更多个用于实现定制逻辑功能或过程的步骤的可执行指令的代码的模块、片段或部分，并且本公开的优选实施方式的范围包括另外的实现，其中可以不按所示出或讨论的顺序，包括根据所涉及的功能按基本同时的方式或按相反的顺序，来执行功能，这应被本公开的实施例所属技术领域的技术人员所理解。
在流程图中表示或在此以其他方式描述的逻辑和/或步骤，例如，可以被认为是用于实现逻辑功能的可执行指令的定序列表，可以具体实现在任何计算机可读介质中，以供指令执行系统、装置或设备(如基于计算机的系统、包括处理器的系统或其他可以从指令执行系统、装置或设备取指令并执行指令的系统)使用，或结合这些指令执行系统、装置或设备而使用。就本说明书而言，"计算机可读介质"可以是任何可以包含、存储、通信、传播或传输程序以供指令执行系统、装置或设备或结合这些指令执行系统、装置或设备而使用的装置。计算机可读介质的更具体的示例(非穷尽性列表)包括以下：具有一个或多个布线的电连接部(电子装置)，便携式计算机盘盒(磁装置)，随机存取存储器(RAM)，只读存储器(ROM)，可擦除可编辑只读存储器(EPROM或闪速存储器)，光纤装置，以及便携式光盘只读存储器(CDROM)。另外，计算机可读介质甚至可以是可在其上打印所述程序的纸或其他合适的介质，因为可以例如通过对纸或其他介质进行光学扫描，接着 进行编辑、解译或必要时以其他合适方式进行处理来以电子方式获得所述程序，然后将其存储在计算机存储器中。
应当理解，本公开的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式中，多个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行的软件或固件来实现。如，如果用硬件来实现和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或他们的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列(PGA)，现场可编程门阵列(FPGA)等。
本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤是可以通过程序来指令相关的硬件完成，所述的程序可以存储于一种计算机可读存储介质中，该程序在执行时，包括方法实施例的步骤之一或其组合。
此外，在本公开各个实施例中的各功能单元可以集成在一个处理模块中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个模块中。上述集成的模块既可以采用硬件的形式实现，也可以采用软件功能模块的形式实现。所述集成的模块如果以软件功能模块的形式实现并作为独立的产品销售或使用时，也可以存储在一个计算机可读取存储介质中。
上述提到的存储介质可以是只读存储器，磁盘或光盘等。尽管上面已经示出和描述了本公开的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本公开的限制，本领域的普通技术人员在本公开的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (15)

  1. 一种列车控制方法，其特征在于，列车的一端配置有车载设备VOBC，所述列车控制方法，包括以下步骤：
    VOBC执行列车唤醒过程；
    列车被成功唤醒后，所述VOBC获取自动列车监控系统ATS发送的运行计划；
    根据所述运行计划指示的方向，所述VOBC设置列车运行方向为下行或上行；
    在下行的情况下，所述VOBC将所述列车未配置有VOBC的另一端作为车头进行列车定位以获取列车的定位信息；在上行的情况下，所述VOBC将所述列车配置有VOBC的一端作为车头进行列车定位以获取列车的定位信息；
    依据所述列车的定位信息，控制所述列车驶出停车库。
  2. 根据权利要求1所述的列车控制方法，其特征在于，所述依据所述列车的定位信息，控制所述列车驶出停车库，包括：
    在下行驶出停车库过程中，所述VOBC确定所述列车需朝向未配置有VOBC的另一端所在方向行驶时，所述VOBC控制所述列车沿下行方向前进；
    在下行驶出停车库过程中，所述VOBC确定所述列车需朝向配置有VOBC的一端所在方向行驶时，所述VOBC控制所述列车沿下行方向后退。
  3. 根据权利要求1所述的列车控制方法，其特征在于，所述依据所述列车的定位信息，控制所述列车驶出停车库，包括：
    在上行驶出停车库过程中，所述VOBC确定所述列车需朝向未配置有VOBC的另一端所在方向行驶时，所述VOBC控制所述列车沿上行方向后退；
    在上行驶出停车库过程中，所述VOBC确定所述列车需朝向配置有VOBC的一端所在方向行驶时，所述VOBC控制所述列车沿上行方向前进。
  4. 根据权利要求1-3任一项所述的列车控制方法，其特征在于，所述VOBC执行唤醒过程包括：
    所述VOBC上电后，当接收到唤醒指令时，所述VOBC确定开始执行列车唤醒过程；
    所述VOBC从非易失性存储区中读取断电前存储的列车的定位信息；
    根据所述断电前存储的列车的定位信息，所述VOBC初始化列车位置；
    根据初始化的列车位置，所述VOBC执行驾驶室激活过程；
    在驾驶室激活成功后，所述VOBC初始化运行方向为下行，并进入自动运行模式；
    在自动运行模式下，所述VOBC与ZC交互以执行ZC注册过程；
    在所述注册过程执行完毕后，所述VOBC获取ZC的移动授权；
    所述VOBC执行静态测试和动态测试结束后，完成唤醒过程。
  5. 根据权利要求4所述的列车控制方法，其特征在于，所述VOBC上电后，还包括：
    所述VOBC执行自检过程；
    当自检过程成功完成且接收到唤醒指令时，确定所述VOBC处于唤醒启动状态，并通知上电唤醒模块所述VOBC自检成功。
  6. 根据权利要求4或5所述的列车控制方法，其特征在于，所述根据初始化的列车位置，所述VOBC执行驾驶室激活过程，包括：
    若所述VOBC确定所述初始化的车位置处于停车库的预设停车区域内，向驾驶室设备输出等效钥匙信号；所述等效钥匙信号，用于激活驾驶室；
    若所述VOBC确定所述初始化的列车位置未处于停车库的预设停车区域内，所述VOBC进入待机模式和/或向ATS发送定位故障的提示信息；所述待机模式用于等待人工排除故障。
  7. 根据权利要求4-6任一项所述的列车控制方法，其特征在于，所述VOBC从非易失性存储区中读取断电前存储的列车的定位信息之后，还包括：
    根据所述断电前存储的列车的定位信息，所述VOBC进行循环冗余校验CRC校验；
    若CRC校验通过，所述VOBC建立与ATS之间的通信连接，并执行根据所述断电前存储的列车的定位信息，所述VOBC初始化列车位置的步骤；
    若CRC校验未通过，所述VOBC进入人工驾驶模式。
  8. 根据权利要求1-7任一项所述的列车控制方法，其特征在于，所述VOBC将所述列车未配置有VOBC的另一端作为车头进行列车定位以获取列车的定位信息，包括：
    获取列车配置有VOBC的一端与地面应答器之间的距离；
    从列车配置有VOBC的一端与地面应答器之间的距离减去所述列车的长度，以得到所述列车未配置有VOBC的另一端与地面应答器之间的距离；
    根据所述列车未配置有VOBC的另一端与地面应答器之间的距离，确定所述列车的车头所在位置。
  9. 一种列车控制系统，其特征在于，包括：相互通信的车载设备VOBC和自动列车监控系统ATS；
    所述VOBC，用于执行权利要求1-8任一项所述的列车控制方法；
    所述ATS，用于所述VOBC成功唤醒后，向所述VOBC发送运行计划。
  10. 根据权利要求9所述的列车控制系统，其特征在于，所述列车控制系统还包括：与所述ATS通信的车载上电唤醒模块；
    所述ATS，还用于获取用于对所述列车各系统进行上电唤醒的上电唤醒命令，所述列车各系统中包括所述VOBC；向车载上电唤醒模块发送所述上电唤醒命令；接收所述车载上电唤醒模块回复的上电唤醒命令，并在界面对所述车载上电唤醒模块回复的上电唤醒命令进行显示；当探测到用户确认指令时，再次向车载上电唤醒模块发送所述上电唤醒命令；
    所述车载上电唤醒模块，用于接收到所述ATS发送的上电唤醒命令之后，向所述ATS回复所述上电唤醒命令；再次接收所述ATS发送的上电唤醒命令，并在确定两次接收到的上电唤醒命令相同时，向所述上电唤醒命令指示的列车供电。
  11. 根据权利要求10所述的列车控制系统，其特征在于，所述列车控制系统还包括：唤醒继电器；
    所述车载上电唤醒模块，具体用于在确定两次接收到的上电唤醒命令相同时，控制所述唤醒继电器接续所述列车的供电，并向所述ATS发送用于指示上电唤醒中的状态指示消息，以使所述ATS对所述状态指示消息进行显示；
    所述唤醒继电器，用于在所述车载上电唤醒模块的控制下触点闭合，以接续所述列车的供电。
  12. 根据权利要求10或11所述的列车控制系统，其特征在于，所述列车控制系统还包括：反馈继电器；
    所述反馈继电器，用于在所述列车的VOBC上电后，触点闭合；
    所述车载上电唤醒模块，还与所述VOBC通信，还用于当探测到所述反馈继电器触点闭合时，向所述VOBC发送唤醒指令；所述唤醒指令用于控制VOBC执行唤醒过程。
  13. 根据权利要求12所述的列车控制系统，其特征在于，所述车载上电唤醒模块，还用于：
    探测到所述反馈继电器触点闭合之后，向所述ATS发送用于指示上电唤醒中的状态指示消息；
    若预设时长内未探测到所述反馈继电器触点闭合，向所述ATS发送用于指示上电唤醒失败的状态指示消息。
  14. 一种列车控制装置，其特征在于，应用于VOBC，包括：
    唤醒模块，用于执行列车唤醒过程；
    获取模块，用于列车被成功唤醒后，获取自动列车监控系统ATS发送的运行计划；
    设置模块，用于根据所述运行计划指示的方向，设置列车运行方向为下行或上行；
    控制模块，用于在下行的情况下，将所述列车未配置有VOBC的另一端作为车头进行列车定位以获取列车的定位信息，在上行的情况下，将所述列车配置有VOBC的一端作为 车头进行列车定位以获取列车的定位信息，并根据所述列车的定位信息，控制所述列车驶出停车库。
  15. 一种计算机设备，其特征在于，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，所述处理器执行所述程序时，实现如权利要求1-8中任一项所述的列车控制方法。
PCT/CN2018/123456 2018-01-08 2018-12-25 列车控制方法、装置和系统 Ceased WO2019134558A1 (zh)

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