Train automatic driving method, device and system

Abstract

The application discloses a train automatic driving method, device and system, and belongs to the field of communication. The train automatic driving method is characterized in that the method is applied to a vehicle-mounted controller (VOBC) of a train, and the method comprises the following steps: in the case that no mobile authorization (MA) information sent by a regional controller (ZC) is received, a remote restriction manual driving mode (RRM) execution request is sent to an automatic train supervision (ATS) system; in the case that an approved RRM response sent by the ATS system in response to the RRM execution request is received, the train is controlled to run in the RRM; target MA information sent by the ATS system is received, the target distance that the train can travel, which is indicated by the target MA information, is determined based on a train drivable section calculated by the ZC; and the train is controlled to travel according to the target MA information. The application shortens the running time of the train in the RRM, and improves the train running efficiency.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of communication, and particularly relates to a train automatic driving method, device and system. BACKGROUND

[0002] With the development of rail transit technology, full automatic operation technology has been gradually adopted in rail transit construction. During train operation, the train may fail to receive the MA information sent by the ZC for indicating that the train is allowed to pass through a specific track section due to positioning failure of the VOBC (Vehicle on-board Controller), system failure of the ZC (Zone Controller), communication failure between the VOBC and the ZC or other reasons. At this time, the train needs to enter the RRM (Remote Restricted Train Operating Mode) to run at a limited speed, thereby ensuring the safety of the train.

[0003] Currently, in the case that the VOBC of the train fails to obtain the MA information provided by the ZC, the train can actively send a request for entering the RRM to the ATS (Automatic Train Supervision System) system. After determining that the train needs to enter the RRM, the dispatcher sends a determination instruction for entering the RRM to the VOBC through the ATS system, and sends a remote restriction forward instruction to the VOBC multiple times at a time, the remote restriction forward instruction including a moving fixed length MA, so that the train moves based on the moving fixed length included in the remote restriction forward instruction until the fault is repaired or stops at a safe area. The fixed length is determined by the dispatcher through the moving length of the train in the environment determined by the remote auxiliary equipment such as the camera.

[0004] However, the way of manually determining the moving fixed length in the remote restriction forward instruction through the camera and other devices is low in efficiency, resulting in a long running time of the train under the RRM and low train operation efficiency. SUMMARY

[0005] The purpose of the embodiments of the present application is to provide a train automatic driving method, device and system, which can solve the problem of long running time of the train under the RRM and low train operation efficiency.

[0006] In order to solve the above technical problems, the present application is implemented as follows:

[0007] In a first aspect, the embodiments of the present application provide a train automatic driving method applied to a VOBC of a train, and the method comprises the following steps.

[0008] in case that the MA information sent by the ZC is not received, sending an RRM execution request to an ATS system;

[0009] in case that an approved execution RRM response sent by the ATS system for the RRM execution request is received, controlling the train to run in the RRM mode;

[0010] receiving target movement authority information sent by the ATS system, the target movement authority information indicating a target distance that the train can travel, the target distance being determined based on a train travelable section determined by the ZC, the train travelable section being determined by the ZC based on train positioning information last sent by the train to the ZC before the train runs in the RRM mode;

[0011] controlling the train to travel according to the target movement authority information.

[0012] Optionally, the train travelable section is determined by the ZC based on train positioning information last sent by the train to the ZC before the train runs in the RRM mode, comprising:

[0013] the ZC determines a first communication train located in front of the train and a second communication train located behind the train in a travel direction of the train based on the train positioning information last received by the ZC;

[0014] the ZC determines a travelable area of the train as a distance between the first communication train and the second communication train;

[0015] the ZC determines the train travelable section based on the train positioning information and occupancy information of each axle-counting section in the travelable area.

[0016] Optionally, the ZC determines the train travelable section based on the train positioning information and occupancy information of each axle-counting section in the travelable area, comprising:

[0017] the ZC selects a target axle-counting section in which the train is located according to the train positioning information;

[0018] the ZC selects a region selection strategy corresponding to the occupancy information of the target axle-counting section according to the occupancy information, and determines the train travelable section based on the region selection strategy, wherein the train travelable sections determined based on any region selection strategy corresponding to the occupancy information are different.

[0019] Optionally, the train drivable section includes a first section and a second section, and in a case where the occupancy information indicates that the train head and tail are both located in one of the target axle-count sections, the corresponding area selection strategy includes: taking the logical section in which the train tail is located as the first section, and taking the logical section in the next axle-count section adjacent to the target axle-count section in the train driving direction and close to the target axle-count section as the second section.

[0020] In a case where the occupancy information indicates that the train head and tail are located in two adjacent target axle-count sections, the corresponding area selection strategy includes: taking a section with one end point being the connection point of the two target axle-count sections and the total length of the train being the total length as the first section, the other end point of the first section pointing in the direction of the one end point being the train driving direction, and taking the logical section in the target axle-count section in which the train head is located and next to the target axle-count section in which the train tail is located as the second section.

[0021] In a case where the occupancy information indicates that the train head and tail are both out of the target axle-count section, the first logical section of the axle-count section currently occupied by the train in the train driving direction is taken as the first section, and the last logical section of the axle-count section currently occupied by the train is taken as the second section.

[0022] Optionally, before the target distance is received, the method further includes:

[0023] Receiving the train drivable section sent by the ATS system;

[0024] Taking the maximum distance between any two balises in the train drivable section as the target distance;

[0025] Sending the target distance to the ATS system.

[0026] Optionally, the taking the maximum distance between any two balises in the train drivable section as the target distance includes:

[0027] Taking the maximum distance between any two adjacent balises in the train drivable section as the target distance.

[0028] Optionally, the method further includes:

[0029] In a case where the actual driving distance of the train is less than the target distance and the beacon position information sent by the balise is received, sending a re-establishment communication request to the ZC;

[0030] In the case of establishing communication with the ZC, the train is controlled to exit the RRM to run according to the MA information sent by the ZC.

[0031] In the case that the actual running distance of the train is not less than the target distance and the beacon position information sent by the transponder is not received, train failure information is sent to the ATS system.

[0032] In a second aspect, the embodiments of the present application provide a train automatic driving method, applied to a ZC, and the method comprises the following steps:

[0033] In the case that the train runs in the RRM, train positioning information sent by a VOBC of the train to the ZC before the train runs in the RRM is acquired;

[0034] Based on the train positioning information, a train drivable section is calculated;

[0035] The train drivable section is sent to an ATS system.

[0036] Optionally, the calculation of the train drivable section based on the train positioning information comprises the following steps:

[0037] Based on the last received train positioning information of the ZC, a first communication train located in front of the train in the running direction of the train and a second communication train located behind the train are determined;

[0038] The distance between the first communication train and the second communication train is determined as the drivable area of the train;

[0039] Based on the train positioning information and the occupation information of each axle-counting section in the drivable area, the train drivable section is determined.

[0040] Optionally, the determination of the train drivable section based on the train positioning information and the occupation information of each axle-counting section in the drivable area comprises the following steps:

[0041] The axle-counting section in which the train position indicated by the train positioning information is located is selected as a target axle-counting section;

[0042] According to the occupation information of the target axle-counting section, a region selection strategy corresponding to the occupation information is selected to determine the train drivable section, and the train drivable sections determined based on any region selection strategy corresponding to the occupation information are different.

[0043] Optionally, the train drivable section includes: a first section and a second section. When the occupancy information indicates that both the front and rear of the train are located within one of the target axle counting sections, the corresponding area selection strategy includes: taking the logical section where the rear of the train is located as the first section, and taking the logical section close to the target axle counting section in the next axle counting section adjacent to the target axle counting section in the train's travel direction as the second section;

[0044] When the occupancy information indicates that the front and rear of the train are located within two adjacent target axle counting sections, the corresponding area selection strategy includes: using a section having a connection point of the two target axle counting sections as one endpoint and a total length of the train length as the first section, the direction in which the other endpoint of the first section points to the first endpoint as the train travel direction, and using a logical section within the target axle counting section where the front of the train is located that is next adjacent to the target axle counting section where the rear of the train is located as the second section;

[0045] When the occupancy information indicates that both the front and rear of the train have cleared the target axle counting section, in the direction of travel of the train, the first logical section of the axle counting section currently occupied by the train is used as the first section, and the last logical section of the axle counting section currently occupied by the train is used as the second section.

[0046] In a third aspect, an embodiment of the present application provides a method for automatic train driving, which is applied to an ATS system. The method includes:

[0047] Receive the RRM execution request sent by VOBC;

[0048] Sending an RRM execution approval response to the RRM execution request to the VOBC;

[0049] Send target movement authorization information to the VOBC, the target movement authorization information indicates that the target distance that the train can travel is determined based on the train drivable section calculated by the ZC, and the train drivable section is determined by the ZC based on the train positioning information last sent to the ZC before the train runs with the RRM.

[0050] Optionally, before sending the target move authorization information to the VOBC, the method further includes:

[0051] Receiving the train drivable section sent by the ZC;

[0052] Sending the train drivable section to the VOBC;

[0053] receive the target distance sent by the ATS system, and generate the target movement authorization information indicating the target distance.

[0054] In a fourth aspect, an embodiment of the present application provides a train automatic driving system, which comprises a VOBC, a ZC and an ATS system of a train, the VOBC, the ZC and the ATS system are connected with each other, the VOBC is configured to perform the steps of the train automatic driving method according to any one of the first aspect, the ZC is configured to perform the steps of the train automatic driving method according to any one of the second aspect, and the ATS system is configured to perform the steps of the train automatic driving method according to any one of the third aspect.

[0055] In a fifth aspect, an embodiment of the present application provides an electronic device, which comprises a processor, a memory, and a program or instructions stored in the memory and executable in the processor, and the program or instructions are executed by the processor to implement the steps of the method according to any one of the first aspect to the third aspect.

[0056] In a sixth aspect, an embodiment of the present application provides a readable storage medium, which stores a program or instructions, and the program or instructions are executed by a processor to implement the steps of the method according to any one of the first aspect to the third aspect.

[0057] In a seventh aspect, an embodiment of the present application provides a chip, which comprises a processor and a communication interface, the communication interface is coupled with the processor, and the processor is configured to run a program or instructions to implement the method according to any one of the first aspect to the third aspect.

[0058] In the embodiment of the present application, in the case that the MA information sent by the ZC is not received, the RRM execution request is sent to the ATS system, so that the train is controlled to run in the RRM in the case that the approved execution RRM response sent by the ATS system in response to the RRM execution request is received. Thus, the VOBC can receive the target movement authorization information sent by the ATS system, and control the train to run according to the target movement authorization information. Since the target distance indicated by the target movement authorization information can be determined based on the train travelable section calculated by the ZC, and the train travelable section is determined by the ZC based on the train positioning information sent to the ZC before the train runs in the RRM. Therefore, compared with the way of manually determining the movement fixed length in the remote limit forward instruction by using a camera or other device, the way of automatically calculating the target distance indicated by the target movement authorization information has higher calculation efficiency of the target distance. Thus, the running time of the train in the RRM is shortened, the safety of the train running in the RRM is improved, and the train running efficiency is improved. BRIEF DESCRIPTION OF DRAWINGS

[0059] Figure 1 is a block diagram of a train automatic driving system provided by an embodiment of the present application;

[0060] Figure 2 is a flowchart of a train automatic driving method provided by an embodiment of the present application;

[0061] Figure 3 is a flowchart of another train automatic driving method provided by an embodiment of the present application;

[0062] Figure 4 is a flowchart of a train drivable section generation method provided by an embodiment of the present application;

[0063] Figure 5 is a schematic diagram of a train stop position provided by an embodiment of the present application;

[0064] Figure 6 is a schematic diagram of another train stop position provided by an embodiment of the present application;

[0065] Figure 7 is a schematic diagram of yet another train stop position provided by an embodiment of the present application;

[0066] Figure 8 is a block diagram of a train automatic driving device provided by an embodiment of the present application;

[0067] Figure 9 is a block diagram of another train automatic driving device provided by an embodiment of the present application;

[0068] Figure 10 is a block diagram of yet another train automatic driving device provided by an embodiment of the present application;

[0069] Figure 11 is a block diagram of an electronic device provided by an embodiment of the present application. DETAILED DESCRIPTION

[0070] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments of the present application. Based on the embodiments in the present application, all the other embodiments obtained by those of ordinary skill in the art without any creative work fall within the scope of protection of the present application.

[0071] The terms "first", "second", etc. in the specification and claims of the present application are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that the data used in this way can be exchanged under appropriate circumstances, so that the embodiments of the present application can be implemented in an order other than those illustrated or described herein, and the objects distinguished by "first", "second", etc. are generally a class, not limited to the number of objects, for example, the first object can be one or more. In addition, "and / or" in the specification and claims indicates at least one of the connected objects, and the character " / ", generally indicates that the front and rear associated objects are in a "or" relationship.

[0072] The train automatic driving method provided by the embodiments of the present application will be described in detail below in combination with the drawings, specific embodiments and application scenarios.

[0073] Please refer to Figure 1 , which shows a block diagram of a train automatic driving system provided by the embodiments of the present application. The train automatic driving system can be a communication based train control (CBTC) system. As shown in Figure 1 , the train automatic driving system includes an ATS system 101, a ZC 102 and a VOBC 103. They can communicate with each other.

[0074] Among them, the ATS system 101 is the core system of the CBTC system, which has the functions of train command, monitoring all trains, monitoring locomotive equipment, monitoring power equipment, etc.

[0075] The ZC 102 is the ground core control equipment in the CBTC system, which is the hub of ground-train information interaction. It is mainly responsible for calculating and generating MA information for a specific track section within the ZC control range according to the position information reported by the train and the occupation / idle information of each track section, so that the train receiving the MA information is allowed to pass through the specific track section, and the safe operation of the train in its control area is ensured. The MA information can indicate that the train is allowed to pass through the specific track section according to the set train driving direction.

[0076] VOBC 103, responsible for the supervision and direct control of the train, implements the train overspeed protection, automatic train operation and completes the man-machine interaction, etc. Among them, the VOBC can include the train overspeed protection system (Automatic Train Protection, ATP), the automatic train operation system (Automatic Train Operation, ATO), the on-board man-machine interface system (Man Machine Interface, MMI), the on-board recording system (Record System On Vehicle, RSOV), the speed positioning system (speed sensor, radar, BTM, etc.), the on-board communication system (Data Communication System, DCS), etc.

[0077] In the normal operation process of the train CBTC level, the VOBC can normally communicate with the ZC. At this time, the VOBC can obtain the train positioning information of the train in real time, and send the train information to the ZC, which can include the train positioning information, the train running direction and the reporting active port of the VOBC and the ZC communication. The ZC generates MA information according to the received train positioning information, and sends the generated MA information and the train positioning information of the train to the ATS system. The ATS system can display the current position of the train indicated by the train positioning information in real time for the dispatcher to command and monitor the trains on the whole line.

[0078] The reasons why the VOBC cannot receive the MA information sent by the ZC can be the following two cases.

[0079] The first case is that the VOBC can obtain the train positioning information, but due to communication failure between the VOBC and the ZC, or ZC failure, the ZC cannot obtain the sent train positioning information, so it cannot generate MA information based on the train positioning information, and further cannot send MA information to the VOBC. In this case, the VOBC controls the train to run in RRM, that is, the train enters the RRM mode, and the train has positioning. Then the VOBC can send the obtained train positioning information to the ATS system, so that the staff can receive the train positioning information through the ATS system to determine the movement fixed length in the remote limit forward instruction. And control the ATS system to issue a remote limit forward instruction to the VOBC, and the train travels to a safe area such as the next station or the like after the fault is repaired. Compared with the way of determining the movement fixed length in the remote limit forward instruction by manually determining the movement fixed length through a camera and the like, the calculation accuracy of the movement fixed length is higher.

[0080] In the second case, the VOBC cannot obtain the train positioning information due to a fault of the VOBC or the like, and thus cannot send the train positioning information to the ZC. As a result, the ZC cannot generate the MA information based on the train positioning information, and thus cannot send the MA information to the VOBC. In this case, the VOBC controls the train to run in the RRM mode, i.e., the train enters the RRM mode and has no positioning. Then, the devices of the train automatic driving system can perform the train automatic driving method provided in the embodiments of the present application to realize automatic driving of the train.

[0081] In the embodiments of the present application, a plurality of transponders can be arranged at intervals on the train track. The transponders are configured to transmit beacon position information to the VOBC of the train, and the beacon position information indicates the positions of the transponders. The VOBC can determine the current position of the train based on the received beacon position information, and generate train positioning information. Axle counters can also be arranged at intervals on the train track. The axle counters are configured to count the number of train wheel pairs passing through. The number of train wheel pairs passing through counted by the axle counters can be used to determine the occupancy of the axle counter section. When the train enters the axle counter section, the axle counter at the start end of the axle counter section counts N1 train wheel pairs passing through, where N1 is a positive integer greater than 0, and the axle counter at the end end of the axle counter section counts 0 train wheel pairs passing through. The counting result of the former axle counter is greater than that of the latter axle counter, and at this time, the axle counter section is in the occupied state, and the train occupies the axle counter section, i.e., the train is passing through the axle counter section.

[0082] Similarly, when the train exits the axle counter section, the axle counter at the start end of the axle counter section counts N2 train wheel pairs passing through, and the axle counter at the end end of the axle counter section also counts N2 train wheel pairs passing through, where N2 is a positive integer greater than 0. The counting results of the two axle counters are consistent, and at this time, the axle counter section is in the idle state, and no train is passing through. Therefore, by comparing the counting results of the axle counter at the start end of the axle counter section and the counting results of the axle counter at the end end of the axle counter section, the occupancy of the axle counter section can be determined.

[0083] The axle counter section refers to the track section between the axle counters, and the axle counter section is an actual physical section divided by the axle counters. Generally, one axle counter section can include one or more logical sections. The logical section is a virtual section divided by a logical concept. One logical section can correspond to one or more axle counter sections. For example, one logical section can correspond to two adjacent axle counter sections, i.e., the two adjacent axle counter sections can correspond to the same logical section.

[0084] Please refer to Figure 2 which shows a flowchart of a train automatic driving method provided in the embodiments of the present application. The train automatic driving method can be applied to Figure 1 the train automatic driving system shown in Figure 1The VOBC performs. As shown in Figure 2 The method includes the following steps.

[0085] Step 201, in the case where the VOBC does not receive the MA information sent by the ZC, the VOBC sends an RRM execution request to the ATS system.

[0086] In the embodiments of the present application, in the normal operation process of the train CBTC level, the VOBC can normally communicate with the ZC. At this time, the VOBC can obtain the train positioning information of the train in real time, and send the train information to the ZC, the train information can include the train positioning information, the train running direction and the reporting activation port of the communication between the VOBC and the ZC. The ZC generates MA information according to the received train positioning information, and sends the generated MA information and the train positioning information of the train to the ATS system. The ATS system can display the current position of the train indicated by the train positioning information in real time, so as to guide and monitor the train on the whole line by the dispatcher.

[0087] If the VOBC has positioning failure, the ZC has system failure, there may be communication failure between the VOBC and the ZC or other reasons, the VOBC cannot receive the MA information sent by the ZC. In the case where the VOBC does not receive the MA information sent by the ZC, the VOBC can send an RRM execution request to the ATS system, the RRM execution request is used to request the ATS system to approve the train to run in RRM. Thus, the train is realized to run at a limited speed, and the safety of the train is ensured.

[0088] Step 202, in the case where the VOBC receives the approval execution RRM response sent by the ATS system in response to the RRM execution request, the VOBC controls the train to run in RRM.

[0089] In the embodiments of the present application, after the ATS system receives the RRM execution request sent by the VOBC, the ATS system can generate the approval execution RRM response / rejection execution RRM response to the RRM execution request based on the target approval / rejection operation.

[0090] Optionally, the ATS system can generate a prompt information to prompt the staff that the train currently has failure and apply for RRM after receiving the RRM execution request sent by the VOBC. The staff can perform the target approval / rejection operation, so that the ATS system generates the corresponding approval execution RRM response / rejection execution RRM response in response to the target approval / rejection operation. For example, the prompt information can be a text information. The target approval operation can be a setting operation for the approval identifier. The ATS system can display the text information after receiving the RRM execution request sent by the VOBC. The staff can click the approval identifier, so that the ATS system generates the approval execution RRM response in response to the click operation for the approval identifier.

[0091] In the embodiments of the present application, the VOBC can control the train to stop by emergency braking and enter the RRM to wait for the ATS system to send the target MA information to the VOBC in response to the approval of the execution of the RRM.

[0092] In step 203, the target MA information sent by the ATS system is received. The target distance that the train can travel indicated by the target MA information is determined based on the train travelable section calculated by the ZC. The train travelable section is determined by the ZC based on the last train positioning information sent by the train to the ZC before the train runs in the RRM.

[0093] In the embodiments of the present application, the target MA information indicates the target track section that the train can travel. The target track section is the target track section corresponding to the target distance that the train can travel. The target distance indicated by the target MA information can be determined by the target device based on the train travelable section calculated by the ZC. The target device can be the VOBC, the ZC or the ATS, etc.

[0094] The train travelable section refers to the track section that the train can travel in the case of safe operation. The train travelable section can be determined by the ZC based on the last train positioning information sent by the train to the ZC before the train runs in the RRM. That is, the train travelable section can be determined by the ZC based on the last train positioning information sent by the train to the ZC when the train travels in the normal state.

[0095] Alternatively, the ZC can generate the train travelable section based on the train position indicated by the last train positioning information sent by the train to the ZC when the train travels in the normal state. For example, the ZC can take the track section with a set length containing the train position indicated by the train positioning information as the train travelable section. The set length can be determined based on the distance between the first communication train located in front of the train in the direction of train travel and the second communication train located behind the train in the actual situation. Alternatively, the set length can be determined based on the distance between the train and the next station in the direction of train travel in the actual situation. Of course, the ZC can also generate the train travelable section based on the last train positioning information sent by the train to the ZC when the train travels in the normal state by using other implementation manners, which will be described in detail below.

[0096] In step 204, the train is controlled to travel according to the target MA information.

[0097] In the embodiment of the present application, the VOBC can control the target distance indicated by the train running target movement authority information by limiting the speed under RRM. Optionally, the VOBC can control the train to stop after running the target distance to wait for the staff to troubleshoot and repair. Alternatively, the VOBC can control the train to run the target distance. During the running process, the VOBC can determine whether the beacon position information of the transponder can be received. If the beacon position information can be received, a re-establishment communication request is sent to the ZC so as to control the train to exit RRM, send the train positioning information to the ZC, and make the ZC generate MA information based on the train positioning information and send the MA information to the VOBC, so as to control the train to run according to the MA information sent by the ZC and restore the normal operation of the CBTC level.

[0098] In summary, the train automatic driving method provided by the embodiment of the present application can send an RRM execution request to the ATS system in the case where the MA information sent by the ZC is not received, so as to control the train to run under RRM in the case where the approval execution RRM response sent by the ATS system in response to the RRM execution request is received. Thus, the VOBC can receive the target movement authority information sent by the ATS system and control the train to run according to the target movement authority information. Since the target distance that the train can run indicated by the target movement authority information can be determined based on the train running section calculated by the ZC, and the train running section is determined by the ZC based on the train positioning information sent by the train to the ZC before the train runs under RRM, the efficiency of calculating the target distance indicated by the target movement authority information is higher than that of manually determining the movement fixed length in the remote limit forward instruction by using a camera or other device. Thus, the running time of the train under RRM is shortened, the safety of the train running under RRM is improved, and the efficiency of the train running is improved.

[0099] Please refer to Figure 3 which shows a flowchart of another train automatic driving method provided by the embodiment of the present application. The train automatic driving method can be applied to Figure 1 the train automatic driving system shown in the figure. As shown in Figure 3 , the method comprises the following steps.

[0100] Step 301: In the case where the MA information sent by the ZC is not received, the VOBC sends an RRM execution request to the ATS system.

[0101] In the embodiments of the present application, during normal operation of the train CBTC level, the VOBC can normally communicate with the ZC. At this time, the VOBC can obtain the train positioning information of the train in real time, and send the train information to the ZC, the train information can include the train positioning information, the train running direction, and the reporting active port of the communication between the VOBC and the ZC. The ZC generates MA information according to the received train positioning information, and sends the generated MA information and the train positioning information of the train to the ATS system. The ATS system can display the current position of the train indicated by the train positioning information in real time for the dispatcher to command and monitor the trains on the whole line.

[0102] If the VOBC has positioning failure, the ZC has system failure, there can be communication failure between the VOBC and the ZC, or other reasons, the VOBC cannot receive the MA information sent by the ZC. In the case that the VOBC does not receive the MA information sent by the ZC, the VOBC can send a RRM execution request to the ATS system, the RRM execution request is used to request the ATS system to approve the train to run in RRM. Thus, the train is ensured to run at a limited speed, and the safety of the train is ensured.

[0103] Step 302, the ATS system sends an approval execution RRM response to the RRM execution request to the VOBC.

[0104] In the embodiments of the present application, after receiving the RRM execution request sent by the VOBC, the ATS system can generate an approval execution RRM response / rejection execution RRM response to the RRM execution request based on a target approval / rejection operation.

[0105] Optionally, after receiving the RRM execution request sent by the VOBC, the ATS system can generate a prompt information to prompt the staff that the train currently has failure and apply for RRM. The staff can perform a target approval / rejection operation, so that the ATS system generates a corresponding approval execution RRM response / rejection execution RRM response in response to the target approval / rejection operation. For example, the prompt information can be text information. The target approval operation can be a setting operation for an approval identifier. After receiving the RRM execution request sent by the VOBC, the ATS system can display the text information. The staff can click the approval identifier, so that the ATS system generates the approval execution RRM response in response to the click operation for the approval identifier.

[0106] Step 303, the VOBC controls the train to run in RRM.

[0107] In the embodiments of the present application, in the case that the VOBC receives the approval execution RRM response, the VOBC can control the train to stop by emergency braking and enter RRM to wait for the target MA information sent by the ATS system to the VOBC.

[0108] Step 304: When the train is running in RRM mode, the ZC obtains the train positioning information that was last sent to the ZC by the VOBC of the train before the train was running in RRM mode.

[0109] In this embodiment of the present application, after the ATS sends an RRM execution approval response to the VOBC in response to the RRM execution request, it can send a train RRM message to the ZC. After receiving the train RRM message, the ZC determines that the train is operating in RRM. The ZC can then obtain the train location information that the VOBC last sent to the ZC before the train was operating in RRM.

[0110] Optionally, the ZC may store the train positioning information each time it receives the train positioning information sent by the VOBC. The ZC may obtain the last stored train positioning information received when the train is running in RRM mode, that is, the ZC obtains the last received train positioning information.

[0111] Step 305: ZC calculates the train's drivable section based on the train positioning information.

[0112] In the embodiment of the present application, the train traversable section refers to the track section where the train can travel under safe operation conditions. Figure 4 As shown, the process of calculating the train drivable section based on the train positioning information last sent by the VOBC to the ZC before the train runs in RRM may include the following steps 401 to 403.

[0113] Step 401: The ZC determines a first communication train ahead of the train and a second communication train behind the train in the direction of travel of the train based on the train positioning information last received by the ZC.

[0114] Optionally, the ZC may compare the train positioning information sent to the ZC by each communication train when the last received train positioning information is received, thereby taking the two communication trains adjacent to the train position indicated by the train positioning information as the first communication train and the second communication train in sequence.

[0115] Step 402: ZC determines the distance between the first communication train and the second communication train as the drivable area of ​​the trains.

[0116] In an embodiment of the present application, ZC may use the distance between the rear of the first communication train and the front of the second communication train as the drivable area of ​​the train.

[0117] Step 403: The ZC determines the train drivable section based on the occupancy information of each axle counting section in the drivable area.

[0118] Optionally, the process in which the ZC determines the train drivable section based on the occupancy information of each axle section in the drivable area can include the following steps 4031 to step 4032.

[0119] In step 4031, the ZC takes the axle section in which the train position indicated by the train positioning information is located as the target axle section.

[0120] In the embodiments of the present application, the ZC can obtain the position range of each axle section included in the train drivable section, and take the axle section in which the train position indicated by the train positioning information is located as the target axle section. Alternatively, the ZC can obtain the occupancy of each axle section included in the train drivable section at the last time when the train positioning information is received. According to the occupancy of the axle section, the axle section in which the train position indicated by the train positioning information is located is determined as the target axle section. The target axle section is the axle section in which the train is located when the VOBC last sends the train positioning information to the ZC. Then, the relative positional relationship between the stopping position of the train after receiving the approved execution of the RRM response to run in RRM and the target axle section can be in the following three cases.

[0121] In the first case, the train head and the train tail can be located in the same target axle section, that is, the train as a whole is located in the same target axle section.

[0122] In the second case, the train head and the train tail are located in two adjacent target axle sections, that is, the train is located in two adjacent target axle sections.

[0123] In the third case, the train head and the train tail are both out of the target axle section, that is, the train has traveled out of the target axle section.

[0124] In step 4032, the ZC selects the area selection strategy corresponding to the occupancy information of the target axle section according to the occupancy information of the target axle section, and determines the train drivable section. The train drivable section determined based on any area selection strategy corresponding to the occupancy information is different.

[0125] In the embodiments of the present application, the ZC selects the area selection strategy corresponding to the occupancy information of the target axle section according to the current occupancy information of the target axle section, and determines the train drivable section. For the three relative positional relationships between the stopping position of the train after the train is running in RRM and the target axle section, the area selection strategy for determining the train drivable section is different for different relative positional relationships. The ZC can select different area selection strategies corresponding to the occupancy information according to the different relative positional relationships between the stopping position of the train and the target axle section reflected by the occupancy information of the target axle section, and determine the train drivable section.

[0126] For example, if the counting result of the counting axle at the start end of the target axle counting section is greater than the counting result of the counting axle at the terminal end of the target axle counting section, and the counting result of the counting axle at the terminal end of the target axle counting section is 0, it indicates that the train head and the train tail are located in one target axle counting section according to the occupation information. The ZC can select the region selection strategy corresponding to the first case according to the relative position information, so as to determine the train drivable section by using the region selection strategy.

[0127] If the counting result of the counting axle at the start end of the target axle counting section is greater than the counting result of the counting axle at the terminal end of the target axle counting section, and the counting result of the counting axle at the terminal end of the target axle counting section is not 0, it indicates that the train head and the train tail are located in two adjacent target axle counting sections according to the occupation information. The ZC can select the region selection strategy corresponding to the second case according to the relative position information, so as to determine the train drivable section by using the region selection strategy.

[0128] If the counting result of the counting axle at the start end of the target axle counting section is equal to the counting result of the counting axle at the terminal end of the target axle counting section, and both counting results are not 0, it indicates that the train head and the train tail are both out of the target axle counting section according to the occupation information. The ZC can select the region selection strategy corresponding to the third case according to the relative position information, so as to determine the train drivable section by using the region selection strategy.

[0129] Optionally, the train drivable section can include multiple sections. Embodiments of the present application take the train drivable section including a first section and a second section as an example for description.

[0130] In the case that the occupation information indicates that the train head and the train tail are both located in one target axle counting section, the corresponding region selection strategy includes: taking the logical section where the train tail is located as the first section. Taking the logical section close to the target axle counting section in the next axle counting section adjacent to the target axle counting section in the train running direction as the second section. That is, taking the first logical section of the target axle counting section in the next axle counting section adjacent to the target axle counting section in the train running direction as the second section. For example, as shown in FIG. 2, the track where the train runs includes an axle counting section X1, an axle counting section X2 and an axle counting section X3. The axle counting section X1 corresponds to a logical section Y1, the axle counting section X2 corresponds to the logical section Y1 and a logical section Y2. The axle counting section X3 corresponds to the logical section Y2. The train running direction is Z. In the case that the train head and the train tail of the train T are both located in the axle counting section X2, i.e., the target axle counting section is the axle counting section X2, the first section is the logical section Y2, and the second section is the logical section Y1. Figure 5

[0131] ​In the case that the occupation information indicates that the train head and the train tail are located in two adjacent target axle counting sections, the corresponding area selection strategy includes: taking the connection point of the two target axle counting sections as one end point, and taking the section with the train length as the total length of the train as the first section, and the other end point of the first section points to the direction of the train running direction. The logical section in the target axle counting section where the train head is located and the next adjacent target axle counting section where the train tail is located are taken as the second section. That is, the second logical section in the target axle counting section where the train head is located in the train running direction is taken as the second section. For example, as shown in Figure 6 The track where the train runs includes axle counting section X1, axle counting section X2 and axle counting section X3. The axle counting section X1 corresponds to the logical section Y1, the axle counting section X2 corresponds to the logical section Y1 and the logical section Y2. The axle counting section X3 corresponds to the logical section Y2. The train running direction is Z. In the case that the train head and the train tail of the train T are located in the axle counting section X2 and the axle counting section X3, i.e. the target axle counting sections are the axle counting section X2 and the axle counting section X3, the first section is the section Z1, and the length L of the section Z1 is the train length; the second section is the logical section Y1.

[0132] In the case that the occupation information indicates that the train head and the train tail are located in two adjacent target axle counting sections, the corresponding area selection strategy includes: taking the connection point of the two target axle counting sections as one end point, and taking the section with the train length as the total length of the train as the first section, and the other end point of the first section points to the direction of the train running direction. The logical section in the target axle counting section where the train head is located and the next adjacent target axle counting section where the train tail is located are taken as the second section. That is, the second logical section in the target axle counting section where the train head is located in the train running direction is taken as the second section. For example, as shown in Figure 7 The track where the train runs includes axle counting section X1, axle counting section X2 and axle counting section X3. The axle counting section X1 corresponds to the logical section Y1, the axle counting section X2 corresponds to the logical section Y1 and the logical section Y2. The axle counting section X3 corresponds to the logical section Y2. The train running direction is Z. In the case that the train head and the train tail of the train T are located in the axle counting section X2 and the axle counting section X3, i.e. the target axle counting sections are the axle counting section X2 and the axle counting section X3, the first section is the section Z1, and the length L of the section Z1 is the train length; the second section is the logical section Y1.

[0133] It should be noted that the first section and the second section determined by the ZC may be adjacent continuous sections, or the first section and the second section may be continuous sections with overlapping areas. Alternatively, the first section and the second section determined by the ZC may also be discontinuous sections. That is, the first section and the second section may not have overlapping areas or overlapping end points. Then, in the case that the first section and the second section are discontinuous sections, the train drivable section is the first section, the second section and the section between the first section and the second section.

[0134] Step 306, the ZC sends the train drivable section to the ATS system.

[0135] In the embodiments of the present application, the ZC can send the train drivable section to the ATS system through the network between the ZC and the ATS system.

[0136] In step 307, the ATS system sends the train drivable section to the VOBC.

[0137] In the embodiments of the present application, the ZC can send the train drivable section received from the ZC to the VOBC system through the network between the ZC and the VOBC.

[0138] In step 308, the VOBC takes the maximum distance between any two transponders in the train drivable section as the target distance.

[0139] In the embodiments of the present application, the VOBC can query the positions of the transponders in the train drivable section from the electronic map, calculate the distances between any two transponders, and take the maximum distance as the target distance. In this way, it can be ensured that the train can pass at least two transponders in the process of driving the target distance from the stop position.

[0140] Optionally, the target distance can also be the maximum distance between any two adjacent transponders. That is, the process in which the VOBC takes the maximum distance between any two transponders in the train drivable section as the target distance can include: taking the maximum distance between any two adjacent transponders in the train drivable section as the target distance. In this way, it can be ensured that the train can pass at least two transponders in the process of driving the target distance from the stop position, and the value of the target distance is the smallest. Thus, the running time of the train under the RRM is further shortened, and the running safety of the train under the RRM is improved.

[0141] It should be noted that the window of the transponder for transmitting the beacon position information has a certain size. Therefore, the target distance can be the sum of the maximum distance between any two transponders and the length of the transponder in the driving direction of the train, so as to avoid that the train does not receive the beacon position information transmitted by the transponder due to the neglect of the length of the transponder in the driving direction of the train, and improve the calculation accuracy of the target distance.

[0142] In step 309, the VOBC sends the target distance to the ATS system.

[0143] In the embodiments of the present application, the VOBC sends the determined target distance to the ATS, so that the ATS generates the target MA information for indicating the train drivable target distance.

[0144] Optionally, after receiving the target distance sent by the VOBC, the ATS system can manually check the target distance by a staff to ensure the rationality of the target distance. When the staff determines that the target distance is reasonable, the staff can perform a determination operation. The ATS system generates target MA information in response to the determination operation. If the staff determines that the target distance is unreasonable, the ATS system can control the target distance to be recalculated. Alternatively, the target distance indicated by the target MA information is manually determined by using a camera or the like. In this way, the accuracy of the target distance is further ensured by manually checking the target distance.

[0145] In step 310, the ATS system sends target MA information to the VOBC, where the target MA information indicates a target distance that the train can travel.

[0146] In the embodiment, the ATS system sends the target MA information to the VOBC through a connection network between the ATS system and the VOBC.

[0147] In step 311, the VOBC controls the train to travel according to the target MA information.

[0148] In the embodiment, the VOBC can control the train to travel the target distance indicated by the target MA information by using the limited speed in the RRM.

[0149] In step 312, the VOBC sends a re-establishment request to the ZC when the actual travel distance of the train is less than the target distance and the beacon position information sent by the transponder is received.

[0150] In the embodiment, the VOBC can obtain the actual travel distance of the train in real time and determine whether the actual travel distance is greater than the target distance. When it is determined that the actual travel distance is less than the target distance, if the beacon position information sent by two transponders is received, it indicates that the positioning fault of the VOBC is recovered. The VOBC can send a re-establishment request to the ZC to initiate a re-registration of the VOBC to the ZC.

[0151] In step 313, the VOBC controls the train to exit the RRM to operate the train according to the MA information sent by the ZC when a communication establishment success response sent by the ZC is received.

[0152] In the embodiment, when the VOBC receives the communication establishment success response sent by the ZC, it indicates that there is no communication fault between the VOBC and the ZC. The VOBC controls the train to exit the RRM. The VOBC sends train positioning information to the ZC so that the ZC generates MA information according to the train positioning information. The VOBC operates the train according to the MA information sent by the ZC to upgrade to normal operation at the CBTC level.

[0153] If the VOBC does not receive the communication establishment success response sent by the ZC, it indicates that there is a communication failure between the VOBC and the ZC, and the VOBC sends train failure information to the ATS system. After receiving the train failure information, the ATS system can generate prompt information to prompt the staff to troubleshoot and repair. Alternatively, the VOBC can control the train to stop after traveling a target distance to wait for the staff to troubleshoot and repair. Alternatively, the staff sends MA information to the VOBC through the ATS system to control the train to travel to the next station in RRM.

[0154] In step 314, if the actual travel distance of the train is not less than the target distance and the beacon position information sent by the transponder is not received, train failure information is sent to the ATS system.

[0155] In the embodiments of the present application, if the actual travel distance of the train is not less than the target distance and the beacon position information sent by the transponder is not received, it indicates that the positioning failure of the VOBC cannot be recovered. Then the VOBC can send train failure information to the ATS system. After receiving the train failure information, the ATS system can generate prompt information to prompt the staff to troubleshoot and repair. Alternatively, the VOBC can control the train to stop after traveling a target distance to wait for the staff to troubleshoot and repair. Alternatively, the staff sends MA information to the VOBC through the ATS system to control the train to travel to the next station in RRM.

[0156] In summary, the train automatic driving method provided by the embodiments of the present application sends a RRM execution request to the ATS system in the case that the MA information sent by the ZC is not received, so as to control the train to run in RRM in the case that the ATS system sends an approved RRM execution response to the RRM execution request. Thus, the VOBC can receive the target movement authority information sent by the ATS system, and control the train to travel according to the target movement authority information. Since the target distance indicated by the target movement authority information can be determined based on the train travelable section calculated by the ZC, and the train travelable section is determined by the ZC based on the last train positioning information sent to the ZC before the train runs in RRM, the efficiency of calculating the target distance indicated by the target movement authority information is higher than that of manually determining the movement fixed length in the remote limit forward instruction by using a camera or other device. Therefore, the running time of the train in RRM is shortened, the safety of the train running in RRM is improved, and the efficiency of the train running is improved.

[0157] And, the train travelable section calculated by the protection function of the ZC in the embodiment of the application reduces the travel distance of the train under the RRM, shortens the travel time of the train under the RRM, improves the safety of the train under the RRM, and improves the safety protection and availability of the whole system.

[0158] Please refer to Figure 8 which shows a block diagram of a train automatic driving device provided by an embodiment of the application. The VOBC applied to the train, as shown in Figure 8 The train automatic driving device 800 includes a sending module 801, a control module 802, and a receiving module 803.

[0159] The sending module 801 is configured to send a remote restriction manual driving mode (RRM) execution request to an automatic train supervision (ATS) system if no movement authority (MA) information sent by a zone controller (ZC) is received.

[0160] The control module 802 is configured to control the train to run in the RRM if an approved execution RRM response sent by the ATS system for the RRM execution request is received.

[0161] The receiving module 803 is configured to receive target MA information sent by the ATS system, and the target distance at which the train can travel indicated by the target MA information is determined based on a train travelable section calculated by the ZC.

[0162] The control module 802 is further configured to control the train to travel according to the target MA information.

[0163] Optionally, the ZC determines a first communication train located in front of the train and a second communication train located behind the train in the travel direction of the train based on the last train positioning information received by the ZC.

[0164] The ZC determines a travelable area of the train as the distance between the first communication train and the second communication train.

[0165] The ZC determines the train travelable section based on the train positioning information and occupation information of each axle section in the travelable area.

[0166] Optionally, the ZC takes an axle section in which the train position indicated by the train positioning information is located as a target axle section.

[0167] The ZC selects a region selection strategy corresponding to the occupation information of the target axle section according to the occupation information of the target axle section, determines the train travelable section, and the train travelable sections determined based on any region selection strategy corresponding to the occupation information are different.

[0168] Optionally, the train drivable section includes a first section and a second section, and in a case where the occupation information indicates that the train head and the train tail are both located in one of the target axle-count sections, the corresponding area selection strategy includes: taking a logical section in which the train tail is located as the first section, and taking a logical section in a next axle-count section adjacent to the target axle-count section in the train driving direction and close to the target axle-count section as the second section.

[0169] In a case where the occupation information indicates that the train head and the train tail are located in two adjacent target axle-count sections, the corresponding area selection strategy includes: taking a section with one end point being a connecting point of the two target axle-count sections and a total length being a train length of the train as the first section, and taking a logical section in the target axle-count section in which the train head is located and next adjacent to the target axle-count section in which the train tail is located as the second section.

[0170] In a case where the occupation information indicates that the train head and the train tail are both out of the target axle-count section, the first logical section of the axle-count section currently occupied by the train in the train driving direction is taken as the first section, and the last logical section of the axle-count section currently occupied by the train is taken as the second section.

[0171] Optionally, the receiving module 803 is further configured to receive the train drivable section sent by the ATS system.

[0172] The apparatus further includes a determining module configured to take a maximum distance between any two transponders in the train drivable section as the target distance.

[0173] The sending module 801 is further configured to send the target distance to the ATS system.

[0174] Optionally, the determining module is further configured to take a maximum distance between any two adjacent transponders in the train drivable section as the target distance.

[0175] Optionally, the sending module 801 is further configured to send a re-establishment communication request to the ZC in a case where an actual driving distance of the train is less than the target distance and the beacon position information sent by the transponder is received.

[0176] The control module 802 is further configured to control the train to exit the RRM and run the train according to the MA information sent by the ZC in a case where the communication with the ZC is established.

[0177] The sending module 801 is further configured to send train failure information to the ATS system in a case where the actual running distance of the train is not less than the target distance and the beacon position information sent by the balise is not received.

[0178] In summary, the train automatic driving device provided in the embodiments of the present application, in a case where the MA information sent by the ZC is not received, sends an RRM execution request to the ATS system, so as to control the train to run in the RRM in a case where an approved execution RRM response sent by the ATS system in response to the RRM execution request is received. Thus, the VOBC can receive the target movement authority information sent by the ATS system, and control the train to run according to the target movement authority information. Since the target distance that the train can run indicated by the target movement authority information can be determined based on the train running section calculated by the ZC, and the train running section is determined by the ZC based on the train positioning information last sent to the ZC before the train runs in the RRM. Therefore, compared with the way of manually determining the movement fixed length in the remote limit forward instruction by using a camera or other device, the way of automatically calculating the target distance that the train can run indicated by the target movement authority information makes the calculation efficiency of the target distance higher. Thus, the running time of the train in the RRM is shortened, the safety of the train running in the RRM is improved, and the train running efficiency is improved.

[0179] For reference Figure 9 which shows a block diagram of a train automatic driving device provided in the embodiments of the present application. The train automatic driving device is applied to a ZC, such as Figure 9 As shown in the figure, the train automatic driving device 900 includes an acquisition module 901, a calculation module 902, and a sending module 903.

[0180] The acquisition module 901 is configured to acquire train positioning information last sent by a vehicle-mounted controller (VOBC) of a train to a ZC before the train runs in a remote limit manual driving mode (RRM).

[0181] The calculation module 902 is configured to calculate a train running section based on the train positioning information.

[0182] The sending module 903 is configured to send the train running section to an automatic train supervision (ATS) system.

[0183] Optionally, the calculation module 902 is further configured to:

[0184] determine a first communication train located before the train and a second communication train located after the train in a running direction of the train based on the train positioning information last received by the ZC;

[0185] determine a distance between the first communication train and the second communication train as a running area of the train.

[0186] Determine the train drivable section based on the train positioning information and the occupancy information of each axle section in the drivable area.

[0187] Optionally, the computing module 902 is further configured to:

[0188] Take the axle section in which the train position indicated by the train positioning information is located as the target axle section.

[0189] According to the occupancy information of the target axle section, select a region selection strategy corresponding to the occupancy information, and determine the train drivable section. The train drivable section determined based on any region selection strategy corresponding to the occupancy information is different.

[0190] Optionally, the train drivable section includes a first section and a second section. In a case where the occupancy information indicates that the train head and tail are both located in one target axle section, the corresponding region selection strategy includes taking the logical section in which the train tail is located as the first section, and taking the logical section close to the target axle section in the next axle section adjacent to the target axle section in the train driving direction as the second section.

[0191] In a case where the occupancy information indicates that the train head and tail are located in two adjacent target axle sections, the corresponding region selection strategy includes taking a section with one end point being the connection point of the two target axle sections and the total length of the train as the first section, and taking the logical section in the target axle section in which the train head is located and which is next adjacent to the target axle section in which the train tail is located as the second section.

[0192] In a case where the occupancy information indicates that the train head and tail are both out of the target axle section, in the train driving direction, the first logical section of the axle section currently occupied by the train is taken as the first section, and the last logical section of the axle section currently occupied by the train is taken as the second section.

[0193] In summary, the train automatic driving device provided by the embodiment of the present application, in the case where the MA information sent by the ZC is not received, sends the RRM execution request to the ATS system, so as to control the train to run in the RRM in the case where the approval execution RRM response sent by the ATS system in response to the RRM execution request is received. Thus, the VOBC can receive the target movement authorization information sent by the ATS system, and control the train to run according to the target movement authorization information. The target distance that the train can run indicated by the target movement authorization information can be determined based on the train running section calculated by the ZC, and the train running section is determined by the ZC based on the train positioning information sent by the train to the ZC before the train runs in the RRM. Therefore, compared with the way of manually determining the movement fixed length in the remote limit forward instruction by using the camera and other devices, the way of automatically calculating the target distance that the train can run indicated by the target movement authorization information has higher calculation efficiency of the target distance. Thus, the running time of the train in the RRM is shortened, the safety of the train running in the RRM is improved, and the train running efficiency is improved.

[0194] Please refer to Figure 10 which shows a block diagram of a train automatic driving device provided by an embodiment of the present application. The train automatic driving device is applied to an ATS system, such as Figure 10 As shown in the figure, the train automatic driving device 1000 comprises a receiving module 1001 and a sending module 1002.

[0195] The receiving module 1001 is configured to receive the remote limit manual driving mode (RRM) execution request sent by a vehicle-mounted controller (VOBC).

[0196] The sending module 1002 is configured to send the approval execution RRM response to the RRM execution request to the VOBC, and is further configured to send the target movement authorization information to the VOBC. The target distance that the train can run indicated by the target movement authorization information is determined based on the train running section calculated by a zone controller (ZC), and the train running section is determined by the ZC based on the train positioning information sent by the train to the ZC before the train runs in the RRM.

[0197] Optionally, the receiving module 1001 is further configured to receive the train running section sent by the ZC.

[0198] The sending module 1002 is further configured to send the train running section to the VOBC, and is further configured to receive the target distance sent by the ATS system, and generate the target movement authorization information indicating the target distance.

[0199] In summary, the train automatic driving device provided by the embodiment of the present application, in the case that the MA information sent by the ZC is not received, sends an RRM execution request to the ATS system, so as to control the train to run in the RRM in the case that an approved RRM response sent by the ATS system in response to the RRM execution request is received. Thus, the VOBC can receive the target movement authorization information sent by the ATS system, and control the train to run according to the target movement authorization information. The target distance that the train can run indicated by the target movement authorization information can be determined based on the train running section calculated by the ZC, and the train running section is determined by the ZC based on the train positioning information sent by the train to the ZC before the train runs in the RRM. Therefore, compared with the way of manually determining the movement fixed length in the remote limit forward instruction by using a camera and the like, the way of automatically calculating the target distance that the train can run indicated by the target movement authorization information has higher calculation efficiency of the target distance. Thus, the running time of the train in the RRM is shortened, the safety of the train running in the RRM is improved, and the train running efficiency is improved.

[0200] Optionally, as shown in Figure 11 The electronic device 1100 provided by the embodiment of the present application includes a processor 1101, a memory 1102, and a program or instruction stored in the memory 1102 and executable on the processor 1101. The program or instruction is executed by the processor 1101 to implement each process of the train automatic driving method embodiment described above, and achieve the same technical effect. To avoid repetition, details are not described herein.

[0201] It should be noted that the electronic device in the embodiment of the present application includes the mobile electronic device and the non-mobile electronic device described above.

[0202] The embodiment of the present application further provides a readable storage medium, and the readable storage medium stores a program or instruction. The program or instruction is executed by a processor to implement each process of the train automatic driving method embodiment described above, and achieve the same technical effect. To avoid repetition, details are not described herein.

[0203] The processor is the processor in the electronic device described in the above embodiment. The readable storage medium includes a computer readable storage medium, such as a computer readable memory (Read-Only Memory, ROM), a random access memory (Random Access Memory, RAM), a magnetic disk or an optical disk, etc.

[0204] An embodiment of the present application further provides a chip, which includes a processor and a communication interface, wherein the communication interface is coupled to the processor, and the processor is used to run programs or instructions to implement the various processes of the above-mentioned embodiment of the train automatic driving method, and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0205] It should be understood that the chip mentioned in the embodiments of the present application can also be called a system-level chip, a system chip, a chip system or a system-on-chip chip, etc.

[0206] It should be noted that, in this article, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element. In addition, it should be noted that the scope of the methods and devices in the embodiments of the present application is not limited to performing functions in the order shown or discussed, and may also include performing functions in a substantially simultaneous manner or in the opposite order according to the functions involved. For example, the described method may be performed in an order different from that described, and various steps may also be added, omitted, or combined. In addition, the features described with reference to certain examples may be combined in other examples.

[0207] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, and of course can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk), and includes a number of instructions for enabling a terminal (which can be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in each embodiment of the present application.

[0208] The embodiments of the present application are described above in conjunction with the accompanying drawings, but the present application is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of this application, ordinary technicians in this field can also make many forms without departing from the purpose of this application and the scope of protection of the claims, all of which are within the protection of this application.

Claims

1. A method for automatic train driving, characterized in that: The method is applied to a vehicle-mounted controller (VOBC) of a train, and includes: In the case of not receiving the movement authorization MA information sent by the zone controller ZC, sending a remote restricted manual driving mode RRM execution request to the automatic train supervision ATS system; controlling the train to operate with the RRM upon receiving an RRM execution approval response from the ATS system in response to the RRM execution request; receiving target movement authorization information sent by the ATS system, where the target distance of the train indicated by the target movement authorization information is determined based on the train traversable section calculated by the ZC, where the train traversable section is determined by the ZC based on the last train positioning information sent to the ZC before the train runs in the RRM; wherein the target distance is the maximum distance between any two adjacent transponders within the train traversable section; controlling the movement of the train according to the target movement authorization information; The train drivable section is determined by the ZC based on the train positioning information last sent to the ZC before the train runs with the RRM, including: The ZC determines, based on the train positioning information last received by the ZC, a first communication train located before the train in the traveling direction of the train and a second communication train located after the train; The ZC determines the distance between the first communication train and the second communication train as the drivable area of ​​the train; The ZC determines the train drivable section based on the train positioning information and the occupancy information of each axle counting section in the drivable area.

2. The method according to claim 1, characterized in that The ZC determines the train drivable section based on the train positioning information and the occupancy information of each axle counting section in the drivable area, including: The ZC uses the axle counting section where the train position indicated by the train positioning information is located as the target axle counting section; The ZC selects an area selection strategy corresponding to the occupancy information of the target axle counting section according to the occupancy information, and determines the train drivable section. The train drivable section determined based on any area selection strategy corresponding to the occupancy information is different.

3. The method according to claim 2, characterized in that The train traversable sections include: a first section and a second section, When the occupancy information indicates that both the front and rear of the train are located within one target axle counting section, the corresponding area selection strategy includes: using the logical section where the rear of the train is located as the first section, and using the logical section closer to the target axle counting section in the next axle counting section adjacent to the target axle counting section in the train's travel direction as the second section; When the occupancy information indicates that the front and rear of the train are located within two adjacent target axle counting sections, the corresponding area selection strategy includes: using a section having a connection point of the two target axle counting sections as one endpoint and a total length of the train length as the first section, the direction in which the other endpoint of the first section points to the first endpoint as the train travel direction, and using a logical section within the target axle counting section where the front of the train is located that is next adjacent to the target axle counting section where the rear of the train is located as the second section; When the occupancy information indicates that both the front and rear of the train have cleared the target axle counting section, in the direction of travel of the train, the first logical section of the axle counting section currently occupied by the train is used as the first section, and the last logical section of the axle counting section currently occupied by the train is used as the second section.

4. The method according to claim 1, wherein Before receiving the target movement authorization information sent by the ATS system, the method further includes: Receiving the train drivable section sent by the ATS system; The target distance is sent to the ATS system.

5. The method according to claim 1, wherein The method further comprises: When the actual travel distance of the train is less than the target distance and the beacon location information sent by the transponder is received, a request to re-establish communication is sent to the ZC; When communication with the ZC is established, controlling the train to exit the RRM to operate the train according to the MA information sent by the ZC; When the actual travel distance of the train is not less than the target distance and the beacon location information sent by the transponder is not received, train fault information is sent to the ATS system.

6. A method for automatic train driving, characterized in that: Applied to the zone controller ZC, the method includes: When the train is running in a remote restricted manual driving mode (RRM), obtaining the train positioning information last sent by the onboard controller (VOBC) of the train to the ZC before the train is running in the RRM mode; Based on the train positioning information, calculating the train traversable section; Sending the train drivable section to the automatic train supervision ATS system; The method further includes: determining a target distance based on the train traversable section; the target distance is a target traversable distance of the train indicated by target movement authorization information; the target movement authorization information is sent by the ATS system and received by the onboard controller VOBC; wherein the target distance is a maximum distance between any two adjacent transponders within the train traversable section; The calculating the train drivable section based on the train positioning information includes: Determine, based on the train positioning information last received by the ZC, a first communication train located before the train in the direction of travel of the train and a second communication train located after the train; determining the distance between the first communication train and the second communication train as a drivable area of ​​the trains; The train drivable section is determined based on the train positioning information and the occupancy information of each axle counting section in the drivable area.

7. The method according to claim 6, characterized in that The determining of the train drivable section based on the train positioning information and the occupancy information of each axle counting section within the drivable area includes: taking the axle counting section where the train position indicated by the train positioning information is located as the target axle counting section; According to the occupancy information of the target axle counting section, an area selection strategy corresponding to the occupancy information is selected to determine the train drivable section. The train drivable section determined based on any area selection strategy corresponding to the occupancy information is different.

8. The method according to claim 7, characterized in that The train traversable sections include: a first section and a second section, When the occupancy information indicates that both the front and rear of the train are located within one target axle counting section, the corresponding area selection strategy includes: using the logical section where the rear of the train is located as the first section, and using the logical section closer to the target axle counting section in the next axle counting section adjacent to the target axle counting section in the train's travel direction as the second section; When the occupancy information indicates that the front and rear of the train are located within two adjacent target axle counting sections, the corresponding area selection strategy includes: using a section having a connection point of the two target axle counting sections as one endpoint and a total length of the train length as the first section, the direction in which the other endpoint of the first section points to the first endpoint as the train travel direction, and using a logical section within the target axle counting section where the front of the train is located that is next adjacent to the target axle counting section where the rear of the train is located as the second section; When the occupancy information indicates that both the front and rear of the train have cleared the target axle counting section, in the direction of travel of the train, the first logical section of the axle counting section currently occupied by the train is used as the first section, and the last logical section of the axle counting section currently occupied by the train is used as the second section.

9. A train automatic driving method, characterized in that: Applied to an automatic train supervision ATS system, the method includes: Receive a remote restricted manual driving mode RRM execution request sent by the vehicle-mounted controller VOBC; Sending an RRM execution approval response to the RRM execution request to the VOBC; sending target movement authorization information to the VOBC, wherein the target distance that the train can travel indicated by the target movement authorization information is determined based on the train's traversable section calculated by the zone controller ZC, and the train's traversable section is determined by the ZC based on the train positioning information last sent to the ZC before the train runs in the RRM; wherein the target distance is the maximum distance between any two adjacent transponders within the train's traversable section; The train drivable section is determined by the ZC based on the train positioning information last sent to the ZC before the train runs with the RRM, including: The ZC determines, based on the train positioning information last received by the ZC, a first communication train located before the train in the traveling direction of the train and a second communication train located after the train; The ZC determines the distance between the first communication train and the second communication train as the drivable area of ​​the train; The ZC determines the train drivable section based on the train positioning information and the occupancy information of each axle counting section in the drivable area.

10. The method according to claim 9, characterized in that Before sending the target mobile authorization information to the VOBC, the method further includes: Receiving the train drivable section sent by the ZC; Sending the train drivable section to the VOBC; The target distance sent by the ATS system is received, and the target movement authorization information indicating the target distance is generated.

11. An automatic train driving system, characterized in that: The system includes: a train's on-board controller VOBC, a zone controller ZC, and an automatic train supervision ATS system. The VOBC, the ZC, and the ATS system are interconnected. The VOBC is used to execute the steps of the automatic train driving method as described in any one of claims 1 to 5; the ZC is used to execute the steps of the automatic train driving method as described in any one of claims 6 to 8; and the ATS system is used to execute the steps of the automatic train driving method as described in any one of claims 9 to 10.

12. An electronic device, characterized in that: It includes a processor, a memory, and a program or instruction stored in the memory and executable on the processor, wherein when the program or instruction is executed by the processor, the steps of the automatic train driving method according to any one of claims 1 to 5 are implemented; or, the steps of the automatic train driving method according to any one of claims 6 to 8 are implemented; or, the steps of the automatic train driving method according to any one of claims 9 to 10 are implemented.

13. A readable storage medium, characterized in that: The readable storage medium stores programs or instructions, and when the programs or instructions are executed by the processor, the steps of the automatic train driving method as described in any one of claims 1 to 5 are implemented; or, the steps of the automatic train driving method as described in any one of claims 6 to 8 are implemented; or, the steps of the automatic train driving method as described in any one of claims 9 to 10 are implemented.

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