METHOD FOR WAKING UP A TRAIN WHICH IN FOUR CARRIAGES COUPLING MODE FROM SLEEP STATE ON DOUBLE-TRACK-LINE AND SYSTEM THEREFORE

Abstract

Embodiments of the present disclosure provide a method for waking up a train which in four carriages coupling mode from sleep state on double-track-line, a system, an electronic apparatus, and a computer-readable storage medium. The method comprises steps of: receiving a static test request transmitted by a train in four carriages coupling mode on the track B1 or the track B2, determining whether a test environment of the train satisfies a static test condition, and transmitting a static test permission instruction to the train; receiving a dynamic test request transmitted by the train, determining whether a test environment of the train satisfies a dynamic test condition, and transmitting a dynamic test permission instruction to the train; and receiving information, indicating that the train can be woken up, transmitted by the train, and controlling the train to wake up from sleep state.

Description

TECHNICAL FIELD OF THE INVENTION

The present disclosure generally relates to the technical field of rail transportation, and more particularly to a method, system, device and computer-readable storage medium for waking up a train in four carriages coupling mode from sleep state on double-track-line.

BACKGROUND OF THE INVENTION

With the development of science and technology, fully-automatic operation and high efficiency are highly required. In the rail transportation industry, in order to improve the automation level of trains and save the cost for labor and time, fully-automatic operation system become the main development trend of train control systems.

For the fully-automatic operation lines in the past, by additionally arranging a track C in double-track-line, the requirements of tracking the parking of non-communication trains onto a parking line and the accurate stopping of the trains by CBTC (Communication Based Train Control)-class trains are satisfied. However, due to the additional arrangement of the track C in double-track-line, it is necessary to additionally provides axle counters. Consequently, the project cost is increased. Moreover, for cities with scarce land resources, in order to reduce the utilization of land resources, the rational utilization of land sources must be taken into consideration. Particularly, under some civil engineering conditions, it may be unable to additionally provide a track C in double-track-line.

The passenger flow volume of the rail transportation varies greatly over time. The existing rail transportation is mostly operated in form of trains with fixed marshalled cars. The coupling of carriages cannot be cancelled or recoupled according to the operating needs. For example, a train in eight carriages coupling mode can only be operated in eight carriages coupling mode. If the train in eight carriages coupling mode is divided into two train in four carriages coupling modes, there will be at least one problem on how to park the train in four carriages coupling modes on a parking line. In the absence of track C, a single stabling line, i.e., a track A or a track B, for the original train in eight carriages coupling mode is adjusted and designed as a double-track-line for train in four carriages coupling modes. Thus, two trains in four carriages coupling modes are simultaneously parked on the track A or the track B, so that the mixed parking of four/eight carriages coupling mode is realized.

At present, by the schemes for a double-track-line which is designed for parking trains in four/eight carriages mode, without a track C, the original principle of waking a train up from sleep state by a ZC (Zone Controller) cannot be satisfied. Waking up a train from sleep state completely depends upon a driver. The train needs to be locally woken up from the sleep state by the driver, and cannot be remotely woken up from the sleep state. Therefore, the labor cost is increased, the operating efficiency is influenced, and the fully-automatic driving cannot be satisfied.

SUMMARY OF THE INVENTION

In accordance with the embodiments of the present disclosure, a scheme for waking up a train from sleep state on double-track-line is provided.

In a first aspect of the present disclosure, A method for waking up a train which in four carriages coupling mode from sleep state on double-track-line, the double-track-line comprising a track A and a track B, the track B comprising a track B1 and a track B2 on each of which a train in four carriages coupling mode can be parked, wherein the method comprises steps of: receiving a static test request transmitted by a train in four carriages coupling mode on the track B1 or the track B2, determining whether a test environment of the train satisfies a static test condition, and transmitting a static test permission instruction to the train so that the train performs a static test if the test environment of the train satisfies the static test condition; receiving a dynamic test request transmitted by the train when the train has completed the static test, determining whether a test environment of the train satisfies a dynamic test condition, and transmitting a dynamic test permission instruction to the train so that the train performs a dynamic test if the test environment of the train satisfies the dynamic test condition; and receiving information, indicating that the train can be woken up, transmitted by the train when the train has completed the dynamic test, and controlling the train to wake up from sleep state.

In a second aspect of the present disclosure, A system for waking up a train which in four carriages coupling mode from sleep state on double-track-line, the double-track-line comprising a track A and a track B, the track B comprising a track B1 and a track B2 on each of which a train in four carriages coupling mode can be parked, wherein the system comprises: a static test module configured to receive a static test request transmitted by a train in four carriages coupling mode on the track B1 or the track B2, determine whether a test environment of the train satisfies a static test condition, and transmit a static test permission instruction to the train so that the train performs a static test if the test environment of the train satisfies the static test condition; a dynamic test module configured to receive a dynamic test request transmitted by the train when the train has completed the static test, determine whether a test environment of the train satisfies a dynamic test condition, and transmit a dynamic test permission instruction to the train so that the train performs a dynamic test if the test environment of the train satisfies the dynamic test condition; and a wakeup module configured to receive information, indicate that the train can be woken up, transmitted by the train when the train has completed the dynamic test, and control the train to wake up from sleep state.

In a third aspect of the present disclosure, an electronic apparatus is provided. The electronic apparatus includes a memory and a processor. The memory stores computer programs that, when executed by the processor, implement the method described above.

In a fourth aspect of the present disclosure, a computer-readable storage medium is provided. The computer-readable storage medium stores computer programs that, when executed by a processor, implement the method described above.

It should be understood that the contents described in Summary of the present disclosure does not aim to limit a key or important feature of the embodiments of the present disclosure, and does not used to limit the scope of the present disclosure. Other features of the present disclosure will be easily understood by following descriptions.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and other features, advantages and aspects of the embodiments of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings. In the accompanying drawings, identical or similar reference numerals represent identical or similar elements, in which:

FIG. 1 is a schematic diagram illustrating a line for realizing the mixed parking of trains in four/eight carriages coupling mode on a track B on double-track-line without a track C according to an embodiment of the present disclosure;

FIG. 2 is a schematic diagram illustrating an exemplary operating environment where an embodiment of the present disclosure may be implemented;

FIG. 3 is a flowchart illustrating a method for waking up a train which in four carriages coupling mode from sleep state on double-track-line according to an embodiment of the present disclosure;

FIG. 4 is a flowchart illustrating a secondary confirmation method for remote screening by the ZC and the TIAS according to an embodiment of the present disclosure;

FIG. 5 is a block diagram illustrating a system for waking which in four carriages coupling mode from sleep state on double-track-line according to an embodiment of the present disclosure;

FIG. 6 is a block diagram illustrating an electronic device capable of implementing an embodiment of the present disclosure.

DETAILED DESCRIPTION OF THE INVENTION

To make the objectives, technical solutions and advantages of the present disclosure clearer, the technical solutions in the embodiments of the present disclosure will be described clearly and completely below with reference to the accompanying drawings in the embodiments of the present disclosure. Apparently, the embodiments to be described herein are merely some but not all of the embodiments of the present disclosure. Based on the embodiments of the present disclosure, all other embodiments obtained by a person of ordinary skill in the art without paying any creative effort shall fall into the protection scope of the present disclosure.

Additionally, the term “and/or” used herein is merely for describing an association between associated objects, indicating that there may be three relationships. For example, A and/or B may indicate A alone, both A and B, and B alone. Additionally, the character “/” used herein generally indicates an “or” relationship between previous and latter associated objects.

FIG. 1 is a schematic diagram illustrating a line 100 for realizing the mixed parking of trains in four/eight carriages coupling mode on a track B on double-track-line without a track C according to an embodiment of the present disclosure.

In the line 100, the double-track-line without a track C includes a track A and a track B. The track B comprising a track B1 and a track B2 on each of which a train in four carriages coupling mode can be parked. Thus, a train in eight carriages coupling mode or two train in four carriages coupling mode can be parked on the track B, and the train can be remotely woken up from sleep state. The line 100 is designed as follows.

1) Three balises for waking up a train in four carriages coupling mode from sleep state are additionally arranged on the track B.

2) JK and CK (virtual or physical) signals are arranged between the track B1 and the track B2.

3) During the arrangement of the physical signal, in a manual operating mode, a driver needs to drive a train according to the signal and is not allowed to run the red light. During the arrangement of the virtual signal, in the manual operating mode, the driver needs to drive a train according to a dispatching instruction, and confirms the parking lines when the train is to be parked on the parking lines.

4) Considering the separate parking of a train on the track B, a JK signal is arranged at the beginning of the track B, a route from the JK signal to a stop buffer is used as a separate turn back route, and the train will automatically turn back after entering the track B.

5) The JK signal of the track A displays a red right, and an MA destination is at the JK signal. The train is controlled to a speed limit of 5 kmph at the MA destination by the ATP.

6) The stop buffer is permitted to collide at a certain speed limit (e.g., 5 kmph).

7) The train is permitted to collide at a certain speed limit (e.g., 5 kmph).

FIG. 2 is a schematic diagram illustrating an exemplary operating environment 200 where an embodiment of the present disclosure may be implemented. A Train Integrated Automation System (TIAS) 202, a Zone Controller (ZC) 204 and a Vehicle On-Board Controller (VOBC) 206 are included in the operating environment 200.

The ZC 204 is configured to receive a static test request transmitted by the VOBC 206 of a train in four carriages coupling mode on a track B1 or a track B2, determine whether a test environment of the train satisfies a static test condition, and transmit a static test instruction to the VOBC 206 so that the VOBC 206 controls the train to perform a static test if the test environment of the train satisfies the static test condition; receive a dynamic test request transmitted by the VOBC 206, determine whether a test environment of the train satisfies a dynamic test condition, and transmit a dynamic test permission instruction to the VOBC 206 so that the VOBC 206 controls the train to perform a dynamic test if the test environment of the train satisfies the dynamic test condition; and, receive information, indicating that the train can be woken up, transmitted by the VOBC 206, and control the train to wake up from sleep state. The TIAS 202 is configured to receive a remote screening request transmitted by the ZC 204, then perform remote screening to confirm whether the train satisfies a train wakeup requirement, and return remote screening information to the ZC 204. The train wakeup requirements are as follows: the another train in four carriages coupling mode is an RM train reporting its location, which is not permitted to move or is a non-communication train which is not permitted to move, and there is no any engineering vehicle on the parking lines.

Although only one VOBC 206 is shown in FIG. 2, there may be multiple VOBCs 206 in the operating environment 200.

FIG. 3 is a flowchart illustrating a method 300 for waking up a train which in four carriages coupling mode from sleep state on double-track-line according to an embodiment of the present disclosure. The method 300 may be executed by the ZC 204 in FIG. 2.

At block 302, the ZC 204 receives a static test request transmitted by a VOBC 206 of a train in four carriages coupling mode in sleep state on a track B1 or a track B2, wherein the static rest request includes information about the current location and sleep state of the train.

At block 304, the ZC 204 determines, according to the static test request, whether the current location of the train is the same as the location where the train enters the initial sleep state; if the current location of the train is the same as the location where the train enters the initial sleep state, a block 306 will be executed, where the ZC 204 determines whether a test environment of the train satisfies a static test environment; and, if the current location of the train is not the same as the location where the train enters the initial sleep state, a block 308 will be executed, where the ZC 204 transmits a static test prohibition instruction to the VOBC 206 of the train.

At block 306, the ZC 204 determines whether a test environment of the train satisfies a static test condition; if the test environment of the train satisfies the static test condition, a block 310 will be executed, where the ZC 204 transmits a static test permission instruction to the VOBC 206 of the train so that the VOBC 206 of the train controls the train to perform a static test; and, if the test environment of the train does not satisfy the static test condition, the block 308 will be executed, where the ZC 204 transmits a static test prohibition instruction to the VOBC 206 of the train.

In some embodiments, the ZC 204 determines whether a test environment information of the train satisfies a static test condition, wherein the test environment information of the train is information about the occupancy state of all axle counter blocks and the state of other trains.

In some environment, the occupancy state of all axle counter blocks is periodically transmitted to the ZC 204 by a Computer Interlocking (CI) device.

The static test is to detect the functional devices and control components of the train in a zero-speed static state.

The determining whether a test environment of the train satisfies a static test condition includes the following situations.

(1) When only the train is on the track B and the track A is free, the static test condition is satisfied.

In some embodiments, if no train is on the track B and adjacent axle counter blocks on the track B (on a specific stabling line, i.e., the track A) are free, a train in four carriages coupling mode is permitted to perform a static test on the track B1 or the track B2, and a train in eight carriages coupling mode is permitted to perform a static test on the track B.

(2) When the train and another train in four carriages coupling mode are on the track B1 and the track B2, if the location of another train in four carriages coupling mode, reported to the ZC 204, is not invaded into the rail for the train, and another axle counter block adjacent to the track for the train, except for the track for another train in four carriages coupling mode, is free, the static test condition is satisfied; if another train in four carriages coupling mode cannot report its location to the ZC 204, performing remote screening; and, if the remote screening is successful, the static test condition is satisfied.

In some embodiments, if a train in four carriages coupling mode A is on the track B2 and a train in four carriages coupling mode B is on the track B2, the process of determining whether the test environment of the train B satisfies a static test condition includes the following situations (the process of determining whether the test environment of the train A satisfies a static test condition is the same as that for the train B and will not be repeated here).

Situation 1: if the ZC 204 receives the following information: the location of the train A on the track B2, reported to the ZC 204, is not within the track B1 and another adjacent axle counter on the track B1 (on the right of FIG. 3, i.e., the track A) is free, the train in four carriages coupling mode B is permitted to perform a static test on the track B1.

Situation 2: if the train A on the track B2 cannot report its location to the ZC (for example, the train A is a non-communication train, or a CBTC train with a suspicious sign at the end close to the track B1), when the CBTC train in four carriages coupling mode on the Track B1 requests for a static test, the ZC does not determine the specific state of the train in four carriages coupling mode A on the track B2 since the ZC has not received information about the location of the train A, and the ZC needs to request primary wake up remote screening to the TIAS 202 (a dispatcher manually confirms that the train on the track B2 is a train which is not permitted to move, and there is no any engineering vehicle on the parking lines, in order to ensure that the current static test of the train B on the track B1 will not be influenced); the ZC receives a primary remote screening message returned by the TIAS 202; the ZC 204 requests secondary wake up remote screening to the TIAS 202 and receives a secondary remote screening message returned by the TIAS 202; and, the train B is permitted to perform a static test.

In some embodiments, if the train A on the track B2 is a CBTC train with a suspicious sign, after secondary confirmation by remote screening by the ZC 204 and the TIAS 202 in the situation 2, the ZC 204 processes in accordance with the situation 1.

At block 310, the ZC 204 transmits a static test permission instruction to the VOBC 206 of the train, so that the VOBC 206 of the train controls the train to perform a static test.

In some embodiments, the ZC 204 transmits the static test permission instruction to the VOBC 206 of the train in sleep state, and the VOBC 206 of the train in sleep state controls, according to the static test permission instruction, the train in sleep state to autonomously perform a static test.

At block 312, the ZC 204 receives a dynamic test request transmitted by the VOBC 206 of the train at the end of the static test, wherein the dynamic test request includes the current location, the sleep state and the static test completion status of the train.

At block 314, the ZC 204 determines, according to the dynamic test request, whether the train has completed the static test; if the train has completed the static test, a block 316 will be executed, where the ZC 204 determines whether a test environment of the train satisfies a dynamic test condition; and, if the train has not completed the static test, a step 318 will be executed, where the ZC 204 transmits a dynamic test prohibition instruction to the VOBC 206 of the train.

At block 316, the ZC 204 determines whether a test environment of the train satisfies a dynamic test condition; if the test environment of the train satisfies the dynamic test condition, a block 320 will be executed, where the ZC 204 transmits a dynamic test permission instruction to the VOBC 206 of the train so that the VOBC 206 of the train controls the train to perform a dynamic test; and, if the test environment of the train does not satisfy the dynamic test condition, the block 318 will be executed, where the ZC 204 transmits a dynamic test prohibition instruction to the VOBC 206 of the train.

The dynamic test is to detect the functional devices and control components of the train in a displacement state.

The determining whether the test environment of the train satisfies the dynamic test condition includes the following situations.

(1) When only the train is on the track B and the track A is free, the dynamic test condition is satisfied.

In some embodiments, if no train is on the track B and adjacent axle counter blocks on the track B (on a specific parking line, i.e., the track A) are free, a train in four carriages coupling mode is permitted to perform a dynamic test on the track B1 or the track B2, and a train in eight carriages coupling mode is permitted to perform a dynamic test on the track B.

(2) When the train and another train in four carriages coupling mode are on the track B1 and the track B2, and when the location of another train in four carriages coupling mode, reported to the ZC 204, is not invaded into the rail for the train, and another axle counter block adjacent to the track for the train, except for the track for another train in four carriages coupling mode, is free, the dynamic test condition is satisfied; when the another train in four carriages coupling mode is a dynamic test train complying CBTC, which does not output emergency braking or is not parked completely or accurately, the dynamic test condition is not satisfied; and, when the another train in four carriages coupling mode is an RM train reporting its location or when it cannot report its location to the ZC 204, performing remote screening, and, if the remote screening is successful, determining that the dynamic test condition is satisfied.

In some embodiments, if a train in four carriages coupling mode A is on the track B2 and a train in four carriages coupling mode B is on the track B2, the process of determining whether the test environment of the train B satisfies a dynamic test condition includes the following situations (the process of determining whether the test environment of the train A satisfies a dynamic test condition is the same as that for the train B and will not be repeated here).

Situation 3: If the ZC 204 receives the following information: the reported location of the communication train A (for example, the train A is a train in sleep state, a static test train, or a CBTC train which is braked in emergency and parked completely or accurately) on the track B2 is not invaded into the track B1 and a block of the track A (i.e., another adjacent axle counter block of the track B1 except for the track B2) is free, the train in four carriages coupling mode B is permitted to perform a dynamic test on the track B1.

If the train A on the track B2 is not a train in sleep state or a static test train, the ZC 204 receives a dynamic test request from the train B on the track B1. If the ZC 204 receives the information, transmitted by the VOBC 206 of the train A on the track B2, that the train A has been parked completely and accurately, the ZC 204 applies emergency braking to the VOBC 206 of the train A on the track B2. After the ZC 204 receives the feedback that the VOBC 206 of the train A on the track B2 is braked in emergency, the ZC 204 transmits a dynamic test authorization information to the train B on the track B1, or otherwise, the ZC 204 does not permit the train B on the track B1 to perform a dynamic test.

Situation 4: If the ZC 204 has found that a dynamic test train, a train which does not output emergency braking or a CBTC train which is not parked completely or accurately is on the track B2, the ZC 204 does not permit the track B on the track B1 to perform a dynamic test.

Situation 5: If an RM train reporting its location, a non-communication train or a CBTC train with a suspicious sign at the end close to the track B1 is on the track B2, the ZC 204 requests wake up remote screening to the TIAS 202 (the dispatcher needs to confirm that the train on the track B2 is a train which is not permitted to move and there is no any engineering vehicle on the parking lines, in order to ensure that the dynamic test of the current train in four carriages coupling mode on the track B1 will not be influenced; and, the dispatcher secondarily confirms to wake up the remote screening through the interface of the TIAS 202, and another adjacent axle counter on the track B1 except for the track B2 is free), and the ZC 204 receives a primary remote screening message returned by the TIAS; the ZC 204 requests secondary wake up remote screening to the TIAS 202 and receives a secondary remote screening message returned by the TIAS 202 and, the train B is permitted to perform a dynamic test.

At block 322, the ZC 204 receives information, indicating that the train can be woken up, transmitted by the VOBC 206 of the train when the train has completed the dynamic test, and controls the train to wake up from sleep state.

In some embodiments, the ZC checks, according to the information indicating that the train can be woken up, whether the location of the train is the same as the location where the train initially enters the sleep state, wherein the information indicating that the train can be woken up includes the current location, the sleep state and other information of the train; if the location of the train is the same as the location where the train initially enters the sleep state, a wakeup instruction is transmitted to the train; and, if the location of the train is not the same as the location where the train initially enters the sleep state, information indicating that the train is prohibited to be wake up is transmitted to the train.

In some embodiments, the ZC transmits a wakeup instruction to the VOBC of the train, and the VOBC of the train controls, according to the wakeup instruction, the train to enter a normal operating state.

It can be known from the above description that, by controlling the termination of the sleep state of the train according to the information, indicating that the train can be woken up, transmitted by the train after the dynamic detection has been performed successfully, the automatic termination of the sleep state of the train is controlled, and manually controlling the waking up of the train from the sleep state is omitted.

In accordance with the embodiments of the present disclosure, the following technical effects are achieved.

1. The limitations from lines are overcome, and trains in four/eight carriages coupling mode can be woken up from sleep state, so that a train in four carriages coupling mode on double-track-line without a track C can be woken up from sleep state.

2. The safety and high efficiency of remotely waking up a train are ensured, the operating efficiency and automation level of trains in a CBTC system are improved, and both the labor cost and the time cost are saved.

FIG. 4 is a flowchart illustrating a secondary confirmation method 400 for remote screening by the ZC and the TIAS according to an embodiment of the present disclosure. The method 400 may be performed interactively by the ZC 204 and the TIAS 202 in FIG. 2.

At block 402, the ZC 204 reports to the TIAS 202 the ID of a train to be remotely screened.

At block 404, the TIAS 202 determines whether the train to be remotely screened satisfies requirements, wherein the requirements are as follows: the another train in four carriages coupling mode is an RM train reporting its location, which is not permitted to move or is a non-communication train which is not permitted to move, and there is no any engineering vehicle on the parking lines, where RM refers to the Restricted train operating Mode.

At block 406, a primary remote screening message is transmitted to the ZC 204, wherein the primary remote screening message includes the IDs of trains satisfying the requirements.

At block 408, the ZC 204 verifies the primary remote screening message.

At block 410, the ZC 204 transmits a primary remote screening confirmation message to the TIAS 202.

At block 412, the TIAS 202 reconfirms whether the train to be remotely screened satisfies the requirements.

At block 414, a secondary remote screening message is transmitted to the ZC 204, wherein the secondary remote screening message includes the IDs of trains satisfying the requirements.

At block 416, the ZC 204 verifies the secondary remote screening message.

At block 418, the ZC 204 transmits a secondary remote screening confirmation message to the TIAS 202.

In some embodiments, while/before/after transmitting the secondary remote screening confirmation message to the TIAS 202, the ZC 204 transmits a static/dynamic test instruction to the train, so that the train performs a static/dynamic test.

In some embodiments, the description is given by taking a train in four carriages coupling mode A being on the track B2 and a train in four carriages coupling mode B being on the track B1 as an example (the requirements for the train A are the same as those for the train B and will be omitted here).

The ZC reports, to a central TIAS, a train ID of a train in four carriages coupling mode B to be remotely screened on the track B1.

Upon receiving the train ID of the train in four carriages coupling mode B to be remotely screened on the track B1 reported by the ZC, the TIAS pops up a prompt to a central dispatcher, so that the central dispatcher confirms a screening wakeup request from the train to be screened.

After receiving the prompt, the central dispatcher notifies the field personnel to check whether a train on a track B2, adjacent to the train in four carriages coupling mode B to be screened on the track B1, satisfies the following conditions:

1) if a driver is in the train A on the track B2, the driver is notified to apply emergency braking to the train A, and the train A is not permitted to move;

2) if no driver is in the train A on the track B2, it is ensured that no route is arranged for the train A, so that it is ensured that the train A will not move; and

3) there is no any engineering vehicle at the end of the train A on the track B2 close to the train B on the track B1.

After the conditions are satisfied, the field personnel reports to the central dispatcher that the screening is successful. Then, the central dispatcher issues, according to the prompt, remote screening confirmation information to the ZC 204 through the TIAS 202.

In some embodiments, the secondary confirmation process for remote screening includes the following situations.

1. When the TIAS 202 issues, to the ZC 204, the primary remote screening message containing the ID of the train satisfying the requirements, the TIAS 202 starts waiting for a primary remote screening confirmation message from the ZC 204 and also starts timing, and then processes according to the following different situations.

Situation 6: Within a first preset time period, the TIAS 202 receives a primary remote screening confirmation message transmitted by the ZC 204 after the primary remote screening message verification is successful. It is considered that the primary remote screening operation is successful, and secondary remote screening information is issued to the ZC 204.

Situation 7: Within the first preset time period, the TIAS 202 receives a message of refreshing “SCREEN TRAIN STATE” transmitted by the ZC 204 after the primary remote screening message verification is failed. It is considered that the primary remote screening operation is failed (the non-communication train A is upgraded to a communication train A, and the ZC does not need to screen the train A remotely, so the remote screening operation may be failed). The TIAS 202 automatically determines the IDs of trains to be remotely screened, and reconfirms and transmits a primary remote screening message containing the IDs of trains satisfying the requirements.

The verification failure includes: if the ID of the train included in the primary remote screening message is not in the IDs of trains to be remotely screened, which are periodically reported by the ZC 204, the ZC 204 returns a message of refreshing “SCREEN TRAIN STATE”.

Situation 8: Within the first preset time period, the TIAS 202 has not received the primary remote screening confirmation message transmitted by the ZC 204. It is considered that the communication has timed out, and the primary remote screening operation is failed. The TIAS 202 automatically determines the IDs of trains to be remotely screened and then reconfirms and transmits a primary remote screening message containing the IDs of trains satisfying the requirements.

2. The secondary remote screening step includes: upon transmitting the primary remote screening confirmation message to the TIAS 202, the ZC 204 waits for a secondary remote screening message transmitted by the TIAS. The secondary remote screening step is substantially the same as the primary remote screening step, and the repeated description will be omitted here. Meanwhile, situations where the secondary remote screening is not the same as the primary remote screening will be described below.

Situation 9: Within a second preset time period, the ZC 204 receives the secondary remote screening message transmitted by the TIAS 202. If the ZC 204 fails to verify the secondary remote screening message, the ZC 204 returns a secondary remote screening confirmation message to the TIAS 202 and replies with “VERIFICATION FAILED”, and the TIAS 202 reconfirms and transmits a primary remote screening message containing the IDs of trains satisfying the requirements.

Situation 10: Within the second preset time period, the ZC 204 receives the secondary remote screening message transmitted by the TIAS 202. If the primary remote screening message and the secondary remote screening message transmitted by the TIAS 202 are not the same, the ZC 204 returns a secondary remote screening confirmation message to the TIAS 202 and replies with “THE PRIMARY REMOTE SCREENING MESSAGE AND THE SECONDARY REMOTE SCREENING MESSAGE ARE NOT THE SAME”, and the TIAS 202 reconfirms and transmits a primary remote screening message containing the IDs of trains satisfying the requirements.

Situation 11: Within the second preset time period, if the ZC 204 receives a primary remote screening message issued by the TIAS 202 upon returning the primary confirmation message to the TIAS 202, the ZC 204 returns a primary remote screening confirmation message to the TIAS 202 and replies with “REPEATED MESSAGE”, and continues waiting for a secondary remote screening message from the TIAS 202.

Situation 12: Within the second preset time period, the ZC 204 has not received the secondary remote screening message transmitted by the TIAS 202, and the ZC 204 terminates this remote screening confirmation process. However, if the ZC 204 receives the secondary remote screening message from the TIAS 202 after a certain time period, the ZC 204 returns a secondary remote screening confirmation message to the TIAS 202 and replies with “PRIMARY SCREENING CONFIRMATION IS FAILED”, and the TIAS 202 reconfirms and transmits a primary remote screening message containing the IDs of trains satisfying the requirements.

It can be known from the above description that the safety of the static/dynamic test of the train is improved by the secondary remote screening confirmation process by the ZC and the TIAS.

It is to be noted that, for simplicity of description, various method embodiments described above are all expressed as combinations of a series of actions. However, it may be appreciated by those skilled in the art that the present application is not limited by the order of actions described herein, and some steps may be performed in another order or concurrently in accordance with the present application. Additionally, it may be appreciated by those skilled in the art that the embodiments described in this specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the present application.

The method embodiments have been described above. The schemes of the present disclosure will be further described below by device embodiments.

FIG. 5 is a block diagram illustrating a system for waking up a train which in four carriages coupling mode from sleep state on double-track-line according to an embodiment of the present disclosure. The system 500 may be included in the zone controller 204 shown in FIG. 2 or implemented as the zone controller 204. As shown in FIG. 5, the system 500 includes: a static test module 510 configured to receive a static test request transmitted by a train in four carriages coupling mode on the track B1 or the track B2, determine whether a test environment of the train satisfies a static test condition, and transmit a static test permission instruction to the train so that the train performs a static test if the test environment of the train satisfies the static test condition; a dynamic test module 520 configured to receive a dynamic test request transmitted by the train when the train has completed the static test, determine whether a test environment of the train satisfies a dynamic test condition, and transmit a dynamic test permission instruction to the train so that the train performs a dynamic test if the test environment of the train satisfies the dynamic test condition; and, a wakeup module 530 configured to receive information, indicate that the train can be woken up, transmitted by the train when the train has completed the dynamic test, and control the train to wake up from sleep state.

It should be clearly understood by those skilled in the art that, for convenience and conciseness of description, the specific operation processes of the modules described herein may refer to the corresponding processes in the method embodiments described above and will not be repeated here.

FIG. 6 is a block diagram illustrating an exemplary device 600 for implementing embodiments of the present disclosure. The device 600 may be configured to implement at least one of the TIAS202, the ZC 204 and the VOBC206 shown in FIG. 2. As illustrated in FIG. 6, the device 600 includes a FIG.FIG.FIG. Central Processing Unit (CPU) 601, which may execute various appropriate acts and processing based on computer program instructions stored in a Read-Only Memory (ROM) 602 or computer program instructions loaded from a storage unit 608 to a Random-Access Memory (RAM) 603. In RAM 603, various programs and data needed for the operations of the device 600 may be stored The CPU 601, the ROM 602 and the RAM 603 are connected to each other through a bus 604. An Input/output (I/O) interface 605 is also connected to the bus 604.

A plurality of components in the device 600 are connected to the I/O interface 605, including: an input unit 606, such as a keyboard, a mouse, etc.; an output unit 607, such as various types of displays, speaker, etc.; the storage unit 608, such as a disk, a CD, etc.; and a communication unit 609, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 609 allows the device 600 to exchange information/data with other device via computer networks such as the Internet and/or various telecommunication networks.

The processing unit 601 executes various methods and processes described above, such as the methods 300 and 400. For example, in some embodiments, the methods 300 and 400 may be implemented as computer software programs which are physically contained in a machine-readable media, such as the storage unit 608. In some embodiments, some or all of the computer programs may be loaded and/or installed on the apparatus 600 via the ROM 602 and/or the communication unit 609. The computer programs may execute one or more acts or steps of the methods 300 and 400 described above when loaded to the RAM 603 and executed by the CPU 601. Alternatively, in other embodiments, the CPU 601 may be configured to execute the methods 300 and 400 by other appropriate ways (such as, by means of a firmware).

The above functions described herein may be executed at least partially by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components, including a field-programmable gate array (FPGA), an application-specific integrated circuit (ASIC), an application specific standard product (ASSP), a system on chip (SOC), a load programmable logic device (CPLD) and so on, may be used.

The program codes for implementing the method of embodiments of the present disclosure may be written in any combination of one or more program languages. These program codes may be provided for a processor or a controller of a general-purpose computer, a special-purpose computer, or other programmable data-processing devices, such that the functions/operations regulated in the flow charts and/or block charts are implemented when the program codes are executed by the processor or the controller. The program codes may be completely executed on the machine, partly executed on the machine, partly executed on the machine as a standalone package and partly executed on a remote machine or completely executed on a remote machine or a server.

In the context of the present disclosure, the machine-readable medium may be a tangible medium, which may include or store the programs for use of an instruction execution system, apparatus or device or for use in conjunction with the instruction execution system, apparatus or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. The machine-readable medium may include but not limited to electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses or devices, or any appropriate combination of the foregoing contents. A more detailed example of the machine readable storage medium includes electrical connections based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read only memory (an EPROM or a flash memory), an optical fiber, a compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any appropriate combination of the above contents.

In addition, although respective act or step is described in a particular sequence, it should be understood that such act or step are required to be executed in the specified or sequential order as illustrated, or all illustrated acts or steps are required to be executed to achieve a desired result. Under certain environment, multitasking and parallel processing may be beneficial. In the same way, although several specific implementation details are included in the above discussion, these should not be interpreted as limitations of the scope of the present disclosure. Certain features described in the context of a single embodiment may also be in a combination manner to be implemented in a single implementation. On the contrary, the various features described in the context of a single implementation may also be implemented in multiple implementations individually or in any appropriate sub-combination.

Although language specific to structural features and/or method logic actions has been employed to describe the embodiments of the present disclosure, it should be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. On the contrary, the specific features or acts described above are merely an exemplary form for implementing the claims.

Claims

1. A method for waking up a train which in four carriages coupling mode from sleep state on double-track-line, the double-track-line comprising a track A and a track B, the track B comprising a track B1 and a track B2 on each of which a train in four carriages coupling mode can be parked, wherein the method comprises steps of:

receiving a static test request transmitted by a train in four carriages coupling mode on the track B1 or the track B2, determining whether a test environment of the train satisfies a static test condition, and transmitting a static test permission instruction to the train so that the train performs a static test if the test environment of the train satisfies the static test condition;

receiving a dynamic test request transmitted by the train when the train has completed the static test, determining whether a test environment of the train satisfies a dynamic test condition, and transmitting a dynamic test permission instruction to the train so that the train performs a dynamic test if the test environment of the train satisfies the dynamic test condition; and

receiving information, indicating that the train can be woken up, transmitted by the train when the train has completed the dynamic test, and controlling the train to wake up from sleep state.

2. The method according to claim 1, wherein the determining whether a test environment of the train satisfies a static test condition comprises:

when only the train is on the track B and the track A is free, determining that the static test condition is satisfied; or

when the train and another train in four carriages coupling mode are on the track B1 and the track B2,

if the location of another train in four carriages coupling mode, reported to a zone controller ZC, is not invaded into the rail for the train, and another axle counter block adjacent to the track for the train, except for the track for another train in four carriages coupling mode, is free, determining that the static test condition is satisfied;

if another train in four carriages coupling mode cannot report its location to the zone controller ZC, performing remote screening; and, if the remote screening is successful, determining that the static test condition is satisfied.

3. The method according to claim 1, wherein the determining whether a test environment of the train satisfies a dynamic test condition comprises:

when only the train is on the track B and the track A is free, determining that the dynamic test condition is satisfied; or

when the train and another train in four carriages coupling mode are on the track B1 and the track B2,

when the location of another train in four carriages coupling mode, reported to a zone controller ZC, is not invaded into the rail for the train, and another axle counter block adjacent to the track for the train, except for the track for another train in four carriages coupling mode, is free, determining that the dynamic test condition is satisfied;

when the another train in four carriages coupling mode is a dynamic test train complying CBTC, which does not output emergency braking or is not parked completely or accurately, determining that the dynamic test condition of the train is not satisfied; or

when the another train in four carriages coupling mode is an RM train reporting its location or when it cannot report its location to the zone controller ZC, performing remote screening; and, if the remote screening is successful, determining that the dynamic test condition is satisfied.

4. The method according to claim 2, wherein the remote screening comprises:

reporting the train ID to a Train Integrated Automation System (TIAS), so that the TIAS confirms whether the train satisfies a train wakeup requirement; and

receiving remote screening information returned by the TIAS.

5. The method according to claim 4, wherein the wakeup requirement of the train is:

the another train in four carriages coupling mode is an RM train reporting its location, which is not permitted to move or is a non-communication train which is not permitted to move, and there is no any engineering vehicle on the parking lines.

6. The method according to claim 4, wherein the receiving remote screening confirmation information returned by the TIAS comprises:

receiving a primary remote screening message and a secondary remote screening message, both indicates that the successful remote screening, returned by the TIAS.

7. The method according to claim 1, wherein the controlling the train to wake up from sleep state comprises:

according to the current location and sleep state of the train contained in the information indicating that the train can be woken up, checking whether the location of the train is the same as the location where the train initially enters into the sleep state; and, if the location of the train is the same as the location where the train initially enters into the sleep state, transmitting a wake up instruction to the train.

8. A system for waking up a train which in four carriages coupling mode from sleep state on double-track-line, the double-track-line comprising a track A and a track B, the track B comprising a track B1 and a track B2 on each of which a train in four carriages coupling mode can be parked, wherein the system comprises:

a static test module configured to receive a static test request transmitted by a train in four carriages coupling mode on the track B1 or the track B2, determine whether a test environment of the train satisfies a static test condition, and transmit a static test permission instruction to the train so that the train performs a static test if the test environment of the train satisfies the static test condition;

a dynamic test module configured to receive a dynamic test request transmitted by the train when the train has completed the static test, determine whether a test environment of the train satisfies a dynamic test condition, and transmit a dynamic test permission instruction to the train so that the train performs a dynamic test if the test environment of the train satisfies the dynamic test condition; and

a wakeup module configured to receive information, indicate that the train can be woken up, transmitted by the train when the train has completed the dynamic test, and control the train to wake up from sleep state.

9. An electronic apparatus, comprising a memory and a processor, the memory having a computer program stored thereon, wherein when the storing computer programs is executed by the processor, implement the method according to claim 1.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, implement the method according to claim 1.

11. The method according to claim 3, wherein the remote screening comprises:

reporting the train ID to a Train Integrated Automation System (TIAS), so that the TIAS confirms whether the train satisfies a train wakeup requirement; and

receiving remote screening information returned by the TIAS.

12. The method according to claim 11, wherein the wakeup requirement of the train is:

the another train in four carriages coupling mode is an RM train reporting its location, which is not permitted to move or is a non-communication train which is not permitted to move, and there is no any engineering vehicle on the parking lines.

13. The method according to claim 11, wherein the receiving remote screening confirmation information returned by the TIAS comprises:

receiving a primary remote screening message and a secondary remote screening message, both indicates that the successful remote screening, returned by the TIAS.