A method, computer storage medium, and terminal for implementing train authorization management.

Abstract

This application discloses a method, computer storage medium, and terminal for implementing train authorization management, including: a Zone Controller (ZC) establishing communication with a first High-Speed ​​Train Control (HCT) based on a unique ZC identifier (ID), where the ZC ID is information sent by the Automatic Train Supervision (ATS) based on a notification message from the first HCT indicating that the train is currently in a remote speed-limited state; the ZC receiving an application from the first HCT to enter the remote speed-limited mode; the ZC receiving a target station ID from the ATS, where the target station ID is information sent by the ATS after processing the route between the first HCT and the target station; and the ZC determining whether to send an instruction message to the first HCT to obtain remote speed-limited authorization based on whether the current line meets the conditions for a remotely speed-limited train to reach the target station. This embodiment of the application uses the ZC to monitor line conditions and determine whether to grant remote speed-limited authorization, reducing the security risks of train authorization processing and improving the efficiency of train authorization management.

Description

Technical Field

[0001] This application relates to, but is not limited to, rail transit technology, including a method for implementing train authorization management, a computer storage medium, and a terminal. Background Technology

[0002] Fully automated driving systems make it possible for urban rail transit to achieve fully automated, driverless operation. They are an organic combination of vehicle automatic control technology and transportation management technology, and play a vital role in improving urban traffic and increasing operational efficiency.

[0003] The remote speed limiting mode is a special train control method proposed to enable trains to automatically reach the target station ahead at a lower speed without driver intervention after a fault occurs in the section. The train control method in the related technology is as follows: the faulty train sends a remote speed limiting mode application to the operation center. The operation center staff needs to manually confirm the track conditions ahead of the train and then send the train the unique identifier (ID) of the nearest station ahead and the remote speed limiting authorization.

[0004] The aforementioned train control method requires that the fault site be equipped with the necessary conditions for manual confirmation, such as the need for vehicles to be equipped with real-time cameras to capture the track conditions ahead. Furthermore, there are too many track factors that require manual inspection, which can easily lead to the issuance of incorrect remote speed limit authorizations and introduce safety risks. How to improve the safety and efficiency of remote speed limit authorization has become a problem that needs to be solved. Summary of the Invention

[0005] The following is an overview of the subject matter described in detail in this application. This overview is not intended to limit the scope of the claims.

[0006] This application provides a method, computer storage medium, and terminal for implementing train authorization management, which can improve the security and efficiency of remote speed limit authorization.

[0007] This application provides a method for implementing train authorization management, including:

[0008] The first HCT train reports a notification message to the Automatic Train Control (ATS) system that the train is currently under remote speed limit.

[0009] The first HCT train receives the unique identifier (ZC) of the area controller sent by the ATS according to the notification message.

[0010] The first HCT train establishes communication with the ZC based on the ZC ID from the ATS and sends a request to the ZC to enter the remote speed limit mode;

[0011] The first HTC train receives the target station ID sent by the ATS. After the ATS processes the route between the train and the target station, it sends the target station ID back.

[0012] The first HTC train receives an instruction message from ZC indicating whether it has obtained remote speed limit authorization, and performs corresponding processing according to the instruction message;

[0013] The instruction message includes: after the first HTC train receives the target station ID sent by the ATS, the ZC determines the target station based on whether the current line meets the conditions for a remotely speed-limited train to run to the target station; the current line includes the line from the train to the target station when the route between the train and the target station is processed.

[0014] On the other hand, embodiments of this application provide a method for implementing train authorization management, including:

[0015] The ATS receives a notification message from the first HCT train reporting that the train is currently under remote speed restriction.

[0016] ATS sends the ZC ID to the first HCT train according to the notification message, so that the first HCT train can establish communication with ZC based on the ZC ID and send a request to ZC to enter the remote speed limit mode;

[0017] ATS handles the route between the first HTC train and the target platform, and sends the target platform ID to ZC and the first HCT train;

[0018] After the ATS sends the target station ID to the ZC, the ZC sends an indication message to the first HCT train indicating whether it has obtained remote speed limit authorization, based on whether the current line meets the conditions for a remotely speed-limited train to run to the target station. The current line includes the line from the train to the target station when the route between the train and the target station is processed.

[0019] Furthermore, embodiments of this application provide a method for implementing train authorization management, including:

[0020] ZC establishes communication with the first HCT train based on ZC ID, which is the information sent by ATS based on the notification message reported by the first HCT train that the current train is in a remote speed limit state;

[0021] ZC receives the request from the first HCT train to enter remote speed limit mode;

[0022] ZC receives the target station ID from ATS, which is the information sent by ATS after it has processed the route between the first HTC train and the target station.

[0023] ZC determines whether to send an instruction message to the first HCT train to obtain remote speed limit authorization based on whether the current line meets the conditions for a remote speed limit train to reach the target platform.

[0024] The current line includes the train-to-target-platform line when the train is arranged to travel between the target platform and the target platform.

[0025] In another aspect, embodiments of this application also provide a computer storage medium storing a computer program, which, when executed by a processor, implements the above-described method for implementing train authorization management.

[0026] Furthermore, embodiments of this application also provide a terminal, including: a memory and a processor, wherein the memory stores a computer program; wherein,

[0027] The processor is configured to execute computer programs in memory;

[0028] When the computer program is executed by the processor, it implements the train authorization management method as described above.

[0029] The technical solution of this application includes: A Zone Controller (ZC) and the first HCT train establish communication based on the ZC's unique identifier (ID). The ZC ID is information sent by the Automatic Train Control System (ATS) based on a notification message from the first HCT train indicating that the current train is in a remote speed-limited state. The ZC receives an application from the first HCT train to enter the remote speed-limited mode. The ZC receives a target station ID from the ATS, which is information sent by the ATS after processing the route between the first HCT train and the target station. The ZC determines whether to send an instruction message to the first HCT train to obtain remote speed-limited authorization based on whether the current line meets the conditions for a remotely speed-limited train to reach the target station. This embodiment of the application uses the ZC to monitor line conditions and determine whether to grant remote speed-limited authorization, reducing the security risks of train authorization processing and improving the efficiency of train authorization management.

[0030] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the description, claims and drawings. Attached Figure Description

[0031] The accompanying drawings are used to provide a further understanding of the technical solutions of this application and constitute a part of the specification. They are used together with the embodiments of this application to explain the technical solutions of this application and do not constitute a limitation on the technical solutions of this application.

[0032] Figure 1This is a flowchart illustrating the method for implementing train authorization management in Embodiment 1 of this application;

[0033] Figure 2 This is a flowchart illustrating another method for implementing train authorization management according to an embodiment of this application;

[0034] Figure 3 This is a flowchart illustrating another method for implementing train authorization management in an embodiment of this application;

[0035] Figure 4 This is an interactive diagram illustrating the train authorization management application example in this application;

[0036] Figure 5 This is a schematic diagram illustrating the safety protection range of the NCT train, an application example of this application.

[0037] Figure 6 This is a flowchart illustrating the application example of remote rate limiting authorization in this application;

[0038] Figure 7 This application example shows a train speed-time curve for the remote speed limiting mode.

[0039] Figure 8 This is a schematic diagram illustrating the application of HCT screening in this application.

[0040] Figure 9 This is another HCT screening diagram as an application example of this application. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in detail below with reference to the accompanying drawings. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be arbitrarily combined with each other.

[0042] The steps illustrated in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases the steps shown or described may be performed in a different order than that presented here.

[0043] Figure 1 This is a flowchart of the method for implementing train authorization management in Embodiment 1 of this application, as follows: Figure 1 As shown, it includes:

[0044] Step 101: The first HCT train reports a notification message to the Automatic Train Control System (ATS) that the train is currently in a remote speed limit state; here, the notification message in this embodiment can be set and sent with reference to the relevant communication protocols of rail transit.

[0045] Step 102: The first HCT train receives the unique identifier (ID) of the Zone Controller (ZC) sent by the ATS according to the notification message;

[0046] Step 103: The first HCT train establishes communication with the ZC based on the ZC ID from the ATS and sends an application to the ZC to enter the remote speed limit mode;

[0047] Step 104: The first HTC train receives the target station ID sent by the ATS. After the ATS processes the route between the train and the target station, it sends the target station ID.

[0048] It should be noted that the processing of steps 102-104 can be carried out with reference to relevant technologies, and will not be elaborated here.

[0049] Step 105: The first HTC train receives an instruction message from ZC indicating whether remote speed limit authorization has been obtained, and performs corresponding processing according to the instruction message;

[0050] The instruction message includes: after the first HTC train receives the target platform ID sent by the ATS, the ZC determines whether the current line meets the conditions for a remotely speed-limited train to run to the target platform; the current line includes the line from the train to the target platform when the route between the train and the target platform is processed.

[0051] In one exemplary instance, the HCT train in this disclosure refers to a train with historical location information and no available location report at present. The first HCT train in this disclosure includes: a train that loses its location due to a train section fault and disconnects from the area controller ZC; the HCT train has the conditions to enter the remote speed limit mode.

[0052] The embodiments disclosed herein use ZC to monitor line conditions and determine whether to grant remote speed limit authorization, thereby reducing the security risks of train authorization processing and improving the efficiency of train authorization management.

[0053] Figure 2 This is a flowchart of another method for implementing train authorization management according to an embodiment of this application, such as... Figure 2 As shown, it includes:

[0054] Step 201: The ATS receives a notification message from the first HCT train indicating that the train is currently in a remote speed limit state;

[0055] Step 202: The ATS sends the ZC ID to the first HCT train according to the notification message, so that the first HCT train can establish communication with the ZC based on the ZC ID and send an application to the ZC to enter the remote speed limit mode.

[0056] Step 203: ATS processes the route from the first HTC train to the target platform and sends the target platform ID to ZC and the first HCT train.

[0057] After the ATS sends the target station ID to the ZC, the ZC sends an instruction message to the first HCT train indicating whether it has obtained remote speed limit authorization, based on whether the current line meets the conditions for a remote speed-limited train to run to the target station. The current line includes the line from the train to the target station when the route between the train and the target station is processed.

[0058] The embodiments disclosed herein use ZC to monitor line conditions and determine whether to grant remote speed limit authorization, thereby reducing the security risks of train authorization processing and improving the efficiency of train authorization management.

[0059] In one exemplary instance, this embodiment of the present disclosure allows operations center personnel to select the stopping platform for remote speed-limited trains instead of being limited to the nearest platform, requiring only the processing of the route from the remote speed-limited train to the target platform; this embodiment of the present disclosure does not require the operations center to manually confirm the track conditions ahead of the first HCT train, reducing the manual consumption in the train authorization management process.

[0060] Figure 3 A flowchart illustrating another method for implementing train authorization management in this application embodiment is shown below. Figure 3 As shown, it includes:

[0061] Step 301: ZC establishes communication with the first HCT train based on ZC ID, which is the information sent by ATS based on the notification message reported by the first HCT train that the current train is in a remote speed limit state;

[0062] Step 302: ZC receives the application from the first HCT train to enter the remote speed limit mode;

[0063] Step 303: ZC receives the target station ID from ATS. The target station ID is the information sent by ATS after it has processed the route between the first HTC train and the target station.

[0064] Step 304: ZC determines whether to send an instruction message to the first HCT train to obtain remote speed limit authorization based on whether the current line meets the conditions for the remote speed limit train to run to the target platform.

[0065] The current line includes the train-to-target-platform line when the train is arranged to travel between the target platform and the target platform.

[0066] The embodiments disclosed herein use ZC to monitor line conditions and determine whether to grant remote speed limit authorization, thereby reducing the security risks of train authorization processing and improving the efficiency of train authorization management.

[0067] In one exemplary instance, the present disclosure embodiment ZC, based on whether the current line meets the conditions for a remotely speed-limited train to reach the target station, includes:

[0068] ZC calculates the estimated position of the first HCT train based on the distance traveled by the first HCT train and the position of the first HCT train before it lost its location.

[0069] ZC compares the calculated estimated location with the occupancy information from CBI. If the estimated location matches the occupancy information, the estimated location is deemed reliable.

[0070] When ZC determines that the estimated position is reliable, and determines that there are no obstacles on the line between the estimated position and the target station that would prevent the first HCT train from running, according to a preset cycle, the current line is determined to meet the conditions for a remotely speed-limited train to run to the target station; if it determines that there are obstacles on the line between the estimated position and the target station that would prevent the first HCT train from running, according to a preset cycle, the current line is determined not to meet the conditions for a remotely speed-limited train to run to the target station.

[0071] In one exemplary embodiment, this disclosure can calculate the position of the first HCT train based on the last valid position report packet before the first HCT train loses communication with ZC. This disclosure ensures safe operation by calculating and estimating the position and its reasonableness using the HCT train's speed information and CBI occupancy information.

[0072] In one exemplary instance, obstacle point information in this disclosure embodiment can be obtained directly from the CBI or determined based on information in the CBI, which is common knowledge to those skilled in the art and will not be elaborated here.

[0073] In one exemplary instance, the obstacle point in this disclosure includes one or any combination of the following: an unprocessed route, an unlocked turnout section, a CT train, an NCT train, a derailment protection zone, a ventilation shaft phase separation zone, and a second HCT train, wherein the second HCT train includes other HCT trains besides the first HCT train.

[0074] In this embodiment of the disclosure, an NCT train refers to a train that has never established communication with the ZC. When there is occupancy information for a track section, but the ZC does not receive any location information from any train in that track section, the ZC believes that an NCT train may exist on that track section. A CT train refers to a train that is communicating normally with the ZC and currently has available location reports. The CT train continuously communicates with the ZC and sends location reports to the ZC.

[0075] It should be noted that the definitions of the aforementioned obstacles are common knowledge to those skilled in the art and will not be elaborated upon here.

[0076] In one exemplary instance, the method of this disclosure embodiment further includes:

[0077] When the estimated location is inconsistent with the occupancy information of CBI, a remote speed limit unauthorized instruction message is sent to the first HCT train.

[0078] When the estimated location in this embodiment is inconsistent with the occupancy information of CBI, a remote speed limit unauthorized instruction message is sent to the first HCT train to ensure the safety of the operation of the first HCT train.

[0079] In one exemplary instance, this disclosure embodiment determines whether to send an indication message to the first HCT train requesting remote speed limit authorization, including:

[0080] When it is determined that the current line meets the conditions for a remotely speed-limited train to reach the target platform, a remote speed-limit authorization instruction message is sent to the first HCT train;

[0081] When it is determined that the current line does not meet the conditions for a remotely speed-limited train to reach the target platform, an instruction message indicating that the remote speed limit is unauthorized is sent to the first HCT train.

[0082] This embodiment of the disclosure improves the safety of the operation of the first HCT train by determining whether to send an instruction message indicating that remote speed limit authorization has been obtained to the first HCT train, and whether to send an instruction message indicating that remote speed limit authorization has not been obtained to the first HCT train.

[0083] In one exemplary instance, the method of this disclosure embodiment further includes:

[0084] According to a preset cycle, when one or more pending trains can move to the section where the first HCT train is located within a preset message delay time, a remote speed limit unauthorized instruction message is sent to the first HCT train.

[0085] Among them, the trains to be determined include: the second HCT train and / or the NCT train, and the second HCT train includes other HCT trains besides the first HCT train.

[0086] It should be noted that the aforementioned undetermined trains in this embodiment can also be referred to as suspicious trains. The process of sending a remote speed limit unauthorized instruction message to the first HCT train when one or more undetermined trains can move to the section where the first HCT train is located within a predetermined message delay period according to a preset cycle can be performed simultaneously with the execution of step 304.

[0087] In one exemplary instance, before ZC establishes communication with the first HCT train based on ZC ID, the method of this disclosure embodiment further includes:

[0088] ZC determines the section where the first HCT train lost its location due to a train section fault and communication with ZC was interrupted; if an NCT train exists at the front end of the section where the first HCT train lost its location due to a train section fault and communication with ZC was interrupted, a remote speed limit unauthorized instruction message is sent to the first HCT train; if no NCT train exists at the front end of the section where the first HCT train lost its location due to a train section fault and communication with ZC was interrupted, the front end screening of the first HCT train is determined to be complete.

[0089] In this embodiment of the disclosure, the above-described step 304 can be performed when the front-end screening of the first HCT train is completed.

[0090] This embodiment of the disclosure, through the above-mentioned screening process of the first HCT train, expands the applicability of the remote speed limiting function while ensuring safety.

[0091] This disclosure also provides a method for implementing train authorization management, including:

[0092] The first HCT train reported to the ATS that the train was currently under remote speed restriction.

[0093] ATS sends the ZC ID to the first HCT train based on the notification message;

[0094] The first HCT train establishes communication with the ZC based on the ZC ID from the ATS and sends a request to the ZC to enter the remote speed limit mode;

[0095] ATS handles the route between the first HTC train and the target platform, and sends the target platform ID to ZC and the first HCT train;

[0096] ZC determines whether to send a remote speed limit authorization instruction message to the first HCT train based on whether the current line meets the conditions for a remotely speed-limited train to reach the target platform.

[0097] This application also provides a computer storage medium storing a computer program, which, when executed by a processor, implements the above-described method for train authorization management.

[0098] This application embodiment also provides a terminal, including: a memory and a processor, wherein the memory stores a computer program; wherein,

[0099] The processor is configured to execute computer programs in memory;

[0100] When a computer program is executed by a processor, it implements the train authorization management method described above.

[0101] The following application examples briefly illustrate the embodiments of this disclosure. These application examples are only used to illustrate the embodiments of this disclosure and are not intended to limit the scope of protection of the embodiments of this disclosure.

[0102] Figure 4 This is an interactive diagram illustrating the application of train authorization management in this application, such as... Figure 4 As shown, the process includes: when the onboard control system (VOBC) of the first HCT train determines that the train has lost its location due to a fault in the section, it disconnects communication with the zone controller (ZC); the VOBC reports the train status (currently the train is in a remote speed-limited state) to the Automatic Train Control System (ATS); the ATS sends the ZC ID to the VOBC; the VOBC establishes communication with the ZC through the ZC ID and requests to enter the remote speed-limited mode. After the operations center personnel confirm the platform where the first HCT train will stop, the ATS processes the route from the first HCT train to the target platform and sends the target platform ID to the ZC and the first HCT train. If the ZC determines that the current line conditions meet the conditions for a remote speed-limited train to reach the target platform, it sends a remote speed-limit authorization to the first HCT train. If the ZC determines that the current line conditions do not meet the conditions for a remote speed-limited train to reach the target platform, it sends a remote speed-limit unauthorized message to the first HCT train.

[0103] In this embodiment of the invention, remote speed limit authorization is granted by ZC. ZC continuously monitors the line conditions and determines whether to grant remote speed limit authorization. There is no need for the operation center to manually confirm the line conditions ahead of the faulty train. The operation center personnel can choose the platform where the remote speed limit train stops instead of being limited to the nearest platform. They only need to process the route of the remote speed limit train to the target platform.

[0104] To facilitate understanding of the embodiments of this disclosure, the relevant trains are briefly described below: An NCT train refers to a train that has never established communication with the ZC; when there is occupancy information for a track section, but the ZC has not received any location information from any train in that track section, the ZC considers that an NCT train may exist on that track section; due to message delays commonly present in various subsystems of the wireless communication-based train control system (CBTC), the ZC needs to define a safety protection zone before and after the track section where an NCT train may exist. Other trains are not allowed to enter this safety protection zone to ensure the safe operation of other trains; the maximum movement range of an NCT train is a safety protection distance extending from both ends of its current section, with the smallest unit being the track section; For example... Figure 5As shown, the NCT train is located on track 5 (G), and its safety protection zone can be represented by the gray area. The CT train refers to a train that is communicating normally with the ZC and currently has available location reports. The CT train continuously communicates with the ZC and sends location reports to the ZC. The HCT train refers to a train with historical location information but currently has no available location reports; the HCT train previously sent a reliable location report to the ZC, but then lost communication with the ZC due to a malfunction, and was still unable to send a reliable location report for a period of time after communication was re-established; the HCT train is eligible to enter the remote speed-limiting mode.

[0105] In this application example, before a train malfunctions and needs to enter remote speed-limiting mode, it will disconnect from the ZC (Train Control Center). Before disconnecting from the malfunctioning train, the ZC saves the last valid location information packet for subsequent calculation of remote speed-limiting authorization, including the maximum safe front position, minimum safe rear position, head screening status, and tail screening status. When the first HCT (High-Speed ​​Transit Train) is running in remote speed-limiting mode, the ZC updates the estimated position of the first HCT train in real time based on the speed information from the first HCT train and the occupancy information from the Computer Interlocking System (CBI); initially, the estimated position of the first HCT train is the position of the last valid location report packet before the communication disconnection.

[0106] In this embodiment of the present disclosure, when the ZC receives a remote speed limit request from the first HCT train, the ZC calculates the estimated position of the first HCT train by combining the travel distance of the first HCT train and its position before derailment, and compares it with the occupancy information from the CBI. If the estimated position matches the occupancy-idle information (occupancy information) from the CBI, the estimated position is considered reliable. The ZC further checks the track conditions between the estimated position of the train and the target platform. If there are no obstacles on the track that would prevent the first HCT train from running, the ZC sends a remote speed limit authorization instruction to the first HCT train; otherwise, if there are obstacles on the track that would prevent the HCT train from running, the ZC sends a remote speed limit unauthorized instruction. Obstacles that would prevent the first HCT train from running include: unauthorized routes, unlocked switch sections, other CT trains or NCT trains, derailment protection zones, and ventilation shaft phase separation zones. Figure 6 This is a flowchart for remote rate limiting authorization in this application example.

[0107] ZC calculates and verifies the estimated position of the first HCT train by using changes in track section occupancy information and the speed information of the first HCT train. Figure 7This is the speed-time curve of the train in the remote speed limit mode of the application example of this application. During the process described by this curve, after the first HCT train receives the remote speed limit authorization from the ZC at t1, it accelerates until the speed reaches the remote speed limit allowed speed (vmax) and then runs at a constant speed. Then, at t3, it receives the remote speed limit unauthorized message from the ZC and brakes emergently, and the speed becomes 0 m / s at t4. When the first HCT train receives the remote speed limit authorization from the ZC, its speed starts to accelerate from 0 to the remote speed limit allowed speed (vmax), and its position is estimated by the following method:

[0108] Assume that the speed in the train information received by the ZC is v (m / s), the maximum speed allowed by the remote speed limit is vmax (m / s), and the acceleration of the train is a (m / s²). Then, the travel distance S of the first HCT train after receiving the remote speed limit authorization from the ZC is:

[0109] If v < vmax, then

[0110] If v = vmax, then

[0111] where the time t is the time when the first HCT train travels at vmax.

[0112] If, during the operation of the first HCT train in the remote speed limit mode, the line conditions change such that the train cannot operate in the remote speed limit mode, the ZC immediately sends an emergency braking command, that is, remote speed limit unauthorized, to the train. At this time, the position of the train is estimated by the following method:

[0113] Assume that the maximum deceleration of the train is a ′ (m / s²). Then, the travel distance from the first HCT train receiving the cancellation authorization command from the ZC to the train coming to a stop is:

[0114]

[0115] where t ′ is the message delay time between the ZC and the train.

[0116] If the first HCT train is repositioned during operation, the ZC will no longer send remote speed limit authorization and will instead adopt the reliable position report from the train and perform remote speed limit authorization based on this.

[0117] Train screening is a process by which the ZC (Train Control Center) determines whether there are other suspicious trains within the physical section where a train is located. If the screening of the first HCT (High-Speed ​​Transmission Train) is not completed, the ZC assumes there may be a train ahead and cannot authorize the first HCT to enter remote speed-limited mode. For trains in normal operation, the ZC determines whether there are other suspicious trains in the section based on their location reports and CBI (Cross-Border Interchange) occupancy information. Since the first HCT train is a faulty train without an accurate location report, its screening logic needs to be processed, which may include the following scenarios:

[0118] If the conditions of other lines remain unchanged before and after the train malfunction, the screening state of the first HCT train is the screening state before it lost its position; in other words, the judgment that there are obstacles blocking the operation of the first HCT train in the line between the estimated position and the target station determined according to the preset cycle does not change.

[0119] If there are NCT trains before and after the estimated location of the first HCT train, and the NCT train may move to the section where the first HCT train is located within a predetermined message delay period, then the screening status of the corresponding end of the first HCT train is incomplete. Figure 8 The initial screening state of the first HCT train is completed. Due to changes in track conditions, ZC determines that there is an NCT train on track 7. The gray area in the figure represents its maximum possible movement range. In this application example, when the initial screening state of the first HCT train 1 is not completed, ZC sends it an instruction message indicating that the remote speed limit is unauthorized.

[0120] When a first HCT train and one or more second HCT trains are simultaneously located in the same section, the interaction between the screening status of the first HCT train and the screening status of the second HCT trains following behind is as follows: See [link to relevant documentation]. Figure 9 Train 1 and Train 2 are both CT trains, and Train 2 is tracking Train 1 to track 3. Head and tail screening for both trains is complete. If Train 1 malfunctions and becomes an HCT train, then the head screening for Train 2 becomes incomplete. If, in a subsequent scenario, the first HCT train (Train 1) travels to the target platform in remote speed-limited mode, or repositions itself while traveling in remote speed-limited mode, then the head screening for the second HCT train (Train 2) becomes complete after Train 1 leaves the section between the second HCT train and its target platform in remote speed-limited mode. Figure 9 As shown, the first HCT train travels to platform 1 in remote speed-limited mode, and then repositions to track 7 (G). The head screening of the second HCT train (train 2) can then be completed. ZC can send remote speed-limited authorization instructions to the second HCT train if it determines that the conditions of other lines are met.

[0121] This disclosed embodiment eliminates the need for manual confirmation of track conditions ahead of the faulty train by the operations center. The ZC continuously monitors track conditions and determines whether to grant remote speed limit authorization, reducing safety risks. Furthermore, by screening the first HCT train, the applicability of the remote speed limit function is expanded while ensuring safety. Operations center personnel can select the platform where the remotely speed-limited train will stop, not just the nearest platform, and only need to process the route from the remotely speed-limited train to the target platform. The estimated position and its rationality are calculated using the speed information of the HCT train and the occupancy information of the CBI, ensuring safe operation. Special processing of the screening status of faulty trains allows trains behind to enter remote speed limit mode when multiple trains fail and become out of position in the same section, after the preceding train has resolved its fault or moved out of the area leading to the platform, thus increasing system availability.

[0122] It will be understood by those skilled in the art that all or some of the steps, systems, or apparatuses disclosed above, and their functional modules / units, can be implemented as software, firmware, hardware, or suitable combinations thereof. In hardware implementations, the division between functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all components may be implemented as software executed by a processor, such as a digital signal processor or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software may be distributed on a computer-readable medium, which may include computer storage media (or non-transitory media) and communication media (or transient media). As is known to those skilled in the art, the term computer storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media include, but are not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage, or any other medium that can be used to store desired information and can be accessed by a computer. Furthermore, it is well known to those skilled in the art that communication media typically contain computer-readable instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

Claims

1. A method for implementing train authorization management, comprising: a first HCT train reporting a notification message to a train automatic monitoring system (ATS) that a current train is in a remote speed limit state; the first HCT train receiving a zone controller (ZC) unique identifier (ID) sent by the ATS according to the notification message; the first HCT train establishing communication with a ZC according to the ZC ID from the ATS and sending an application to enter a remote speed limit mode to the ZC; the first HCT train receiving a target platform ID sent by the ATS, the target platform ID being sent by the ATS after the ATS handles a route between a train and the target platform; the first HCT train receiving an indication message sent by the ZC on whether a remote speed limit authorization is obtained and performing corresponding processing according to the indication message; wherein the HCT train refers to a train with a historical position and no available position report at present; the indication message comprises a message determined by the ZC according to whether a current line meets a condition for a remote speed limit train to run to a target platform after the first HCT train receives the target platform ID sent by the ATS; the current line comprises a line from the train to the target platform according to a route handled between the train and the target platform; whether the current line meets the condition for the remote speed limit train to run to the target platform comprises: the ZC calculating an estimated position of the first HCT train according to a distance traveled by the first HCT train and a position before the first HCT train loses positioning; the distance traveled by the first HCT train is determined according to a speed-time curve of the first HCT train; the ZC comparing the calculated estimated position with occupation information from a computer-based interlocking system (CBI), and determining that the estimated position is reliable when the estimated position is consistent with the occupation information; when the estimated position is not consistent with the occupation information from the CBI, the ZC sends an indication message to the first HCT train that the remote speed limit is not authorized; before the ZC and the first HCT train establish communication according to the ZC ID, the method further comprises: the ZC determining a section in which the first HCT train is located when the first HCT train loses positioning due to a train section fault and is disconnected from the ZC; when a front end of the section in which the first HCT train is located when the first HCT train loses positioning due to a train section fault and is disconnected from the ZC is in front of an NCT train, the ZC sends an indication message to the first HCT train that the remote speed limit is not authorized; when the front end of the section in which the first HCT train is located when the first HCT train loses positioning due to a train section fault and is disconnected from the ZC is not in front of an NCT train, the ZC determines that front-end screening of the first HCT train is completed; the NCT train refers to a train that has never established communication with the ZC. 2.A method for implementing train authorization management, comprising: an ATS receiving a notification message from a first HCT train that a current train is in a remote speed limit state; the ATS sending a ZC ID to the first HCT train according to the notification message, so that the first HCT train establishes communication with a ZC according to the ZC ID and sends an application to enter a remote speed limit mode to the ZC; The ATS processes a route between a train and a target platform for the first HCT train, and sends a target platform ID to the ZC and the first HCT train; The ZC sends an indication message to the first HCT train about whether the remote speed limit authorization is obtained according to whether the current line meets the condition for the remote speed limit train to run to the target platform, wherein the current line includes a line from the train to the target platform according to the route processed between the train and the target platform; The ZC determines whether to send the indication message to the first HCT train according to whether the current line meets the condition for the remote speed limit train to run to the target platform, including: The ZC calculates an estimated position of the first HCT train according to a distance traveled by the first HCT train and a position before the first HCT train loses positioning, wherein the distance traveled by the first HCT train is determined according to a speed-time curve of the first HCT train; The ZC compares the calculated estimated position with occupation information from a computer interlocking system CBI, and determines that the estimated position is reliable when the estimated position is consistent with the occupation information; When the estimated position is not consistent with the occupation information from the CBI, the ZC sends an indication message to the first HCT train about that the remote speed limit authorization is not obtained; Before the ZC and the first HCT train establish communication according to the ZC ID, the method further includes: The ZC determines a section where the first HCT train is located when the first HCT train loses positioning due to a train section fault and the ZC is disconnected, and sends an indication message to the first HCT train about that the remote speed limit authorization is not obtained when an NCT train exists at a front end of the section where the first HCT train is located when the first HCT train loses positioning due to the train section fault and the ZC is disconnected, and determines that front-end screening of the first HCT train is completed when no NCT train exists at the front end of the section where the first HCT train is located when the first HCT train loses positioning due to the train section fault and the ZC is disconnected, wherein the NCT train refers to a train that has never established communication with the ZC.

3. A method for implementing train authorization management, including: The ZC and the first HCT train establish communication according to the ZC ID, wherein the ZC ID is information sent by the ATS according to a notification message about that the first HCT train reports a current train in a remote speed limit state; The ZC receives an application for entering a remote speed limit mode sent by the first HCT train; The ZC receives a target platform ID from the ATS, wherein the target platform ID is information sent by the ATS after processing a route between a train and a target platform for the first HCT train; The ZC determines whether to send an indication message to the first HCT train about that the remote speed limit authorization is obtained according to whether the current line meets the condition for the remote speed limit train to run to the target platform, wherein the current line includes a line from the train to the target platform according to the route processed between the train and the target platform; The ZC determines whether to send the indication message to the first HCT train according to whether the current line meets the condition for the remote speed limit train to run to the target platform, including: ​ The ZC calculates an estimated position of the first HCT train according to a distance traveled by the first HCT train and a position of the first HCT train before the first HCT train loses positioning; the distance traveled by the first HCT train is determined according to a speed-time curve of the first HCT train; The ZC compares the calculated estimated position with occupation information from a computer interlocking system (CBI), and determines that the estimated position is reliable when the estimated position is consistent with the occupation information; When the estimated position is inconsistent with the occupation information from the CBI, the ZC sends an indication message of unauthorized remote speed limiting to the first HCT train; Before the ZC and the first HCT train establish communication according to a ZC ID, the method further comprises: The ZC determines a section in which the first HCT train is located when the first HCT train loses positioning due to a train section fault and communication with the ZC is disconnected; when a non-communication train (NCT) exists at a front end of the section, the ZC sends an indication message of unauthorized remote speed limiting to the first HCT train; when no NCT exists at the front end of the section, the ZC determines that front-end screening of the first HCT train is completed.

4. The method of claim 3, wherein, The ZC further comprises: When the ZC determines that the estimated position is reliable, the ZC determines that a current line satisfies a condition of remote speed limiting train operation to a target platform when no obstacle point exists in the line between the estimated position and the target platform and blocks operation of the first HCT train according to a preset period; and the ZC determines that the current line does not satisfy the condition of remote speed limiting train operation to the target platform when an obstacle point exists in the line between the estimated position and the target platform and blocks operation of the first HCT train according to the preset period.

5. The method of claim 4, wherein, The obstacle point comprises one or any combination of the following: an unprocessed route, an unblocked switch section, a communication train (CT), an NCT, a derailed train protection area, a wind well split-phase area, and a second HCT train; the second HCT train comprises other HCT trains except the first HCT train; the CT refers to a train that normally communicates with the ZC and currently has a usable position report.

6. The method according to any one of claims 3-5, characterized in that, The determination of whether to send an indication message of authorized remote speed limiting to the first HCT train comprises: When the ZC determines that the current line satisfies the condition of remote speed limiting train operation to the target platform, the ZC sends an indication message of authorized remote speed limiting to the first HCT train; When the ZC determines that the current line does not satisfy the condition of remote speed limiting train operation to the target platform, the ZC sends an indication message of unauthorized remote speed limiting to the first HCT train.

7. The method of claim 5, wherein, The method further comprises: When one or more than one train to be determined can move to the section in which the first HCT train is located within a predetermined message delay duration according to a preset period, the ZC sends an indication message of unauthorized remote speed limiting to the first HCT train. The to-be-determined train includes a second HCT train and / or an NCT train, and the second HCT train includes other HCT trains except the first HCT train. 8.A computer storage medium, having stored therein a computer program, which, when executed by a processor, implements the method for implementing train authorization management according to any one of claims 1-7.

9. A terminal comprising: a memory and a processor, the memory having stored therein a computer program; wherein the processor is configured to execute the computer program in the memory; the computer program, when executed by the processor, implements the method for implementing train authorization management according to any one of claims 1-7.

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