CBTC train section degradation protection method and device

Abstract

The present invention provides a CBTC train section degradation protection method and device, the method comprising: in the case that a train has a signal failure and loses its position, determining the current position of the train according to the track offset of the transponder that the train has passed; in the running direction of the train, starting from the current position of the train to search for an approach until the opposite switch position is searched; wherein the running direction of the train is obtained before the train fails; taking the approach between the current position and the opposite switch position as an autonomous movement authorization, and calculating the first protection curve of the train according to the route of the autonomous movement authorization. The present invention enables the train to run safely under the protection of on-board signal equipment after the section is degraded, improves the train running speed, reduces the impact on the operating interval, and maximizes the overall fulfillment rate of the line plan operation diagram.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a CBTC train section degradation protection method and device. Background Art

[0002] The civil engineering design of the urban rail transit signal system generally sets up a shorter track section near the platform, configures the track section as the platform track, and configures corresponding platform doors and other protective facilities. However, a long track section is usually designed between two adjacent platforms, and the length of the interval track for suburban lines is even longer. Figure 1 The figure includes two adjacent stations A and B. The shorter platform track of station A is marked as 1G, the long track section between station A and station B is marked as 3G, the buffer section between 1G and 3G is 2G, and the triangle represents the transponder.

[0003] If a CBTC (Communications Based Train Control) train is downgraded due to vehicle failure or other reasons in the section, the signal system generally only allows the train to move forward in RM (Royalty Managed) mode and under human visual inspection. The speed limit value allowed by the on-board ATP in RM mode is generally a fixed low value, commonly 25Km / h. The position where CBTC can be upgraded again under this long track is generally at the end of the track section. If the train runs under the signal protection of the on-board ATP, it will run at a low speed for a long time.

[0004] In order to ensure the fulfillment rate of the line plan operation diagram, the operator often requires the driver to remove the on-board signal equipment, and then control the train to run to the next station and then put the on-board signal equipment back in. Because the driver cannot accurately judge the speed limit on the track, especially on curves, there is a possibility of speeding, which in turn causes harm. Summary of the invention

[0005] The present invention provides a CBTC train section degradation protection method and device, which are used to solve the defect of cutting off the on-board signal equipment in the prior art to ensure the fulfillment rate of the line plan operation diagram, resulting in possible overspeeding, realize signal protection for the train, and maximize the running speed of the train in the RM mode, reducing the impact on the operating interval.

[0006] The present invention provides a CBTC train section degradation protection method, comprising:

[0007] In the event that a train loses its position due to a signal failure, the current position of the train is determined based on the track deviation of the balise that the train passes by;

[0008] In the running direction of the train, a route search is performed starting from the current position of the train until the opposite turnout position is found; wherein the running direction of the train is obtained before the train fails;

[0009] The route between the current position and the opposite switch position is used as the autonomous movement authorization, and the first protection curve of the train is calculated according to the route of the autonomous movement authorization.

[0010] According to a CBTC train section degradation protection method provided by the present invention, the first protection curve of the train is calculated according to the route authorized by autonomous movement, including:

[0011] determining the distance between the current position of the train and the end point of the track on which the train is located;

[0012] When the distance is greater than a preset distance and the train is not in an emergency braking process, a first protection curve of the train is calculated according to the route authorized by autonomous movement.

[0013] According to a CBTC train section degradation protection method provided by the present invention, the first protection curve of the train is calculated according to the route authorized by autonomous movement, including:

[0014] Displaying the running direction of the train and confirming whether to display the prompt information of the first protection curve;

[0015] After receiving the confirmation operation of the prompt information by the driver of the train for checking the running direction of the train, the first protection curve of the train is calculated according to the route authorized by the autonomous movement.

[0016] According to a CBTC train section degradation protection method provided by the present invention, the first protection curve of the train is calculated according to the route authorized by autonomous movement, including:

[0017] Acquire a second protection curve of the train on the route authorized by the autonomous movement when the train is running on the roof;

[0018] Acquire a third first protection curve of the train on the route of the autonomous movement authorization when the train triggers emergency braking to stop at the autonomous movement authorization end point;

[0019] The minimum value of the speed in the second protection curve and the speed in the third protection curve corresponding to each position on the route authorized by the autonomous movement is used as the protection speed corresponding to each position in the first protection curve;

[0020] The first protection curve is displayed.

[0021] A CBTC train section degradation protection method provided by the present invention also includes:

[0022] The connection between the on-board device and the protection ZC of the route authorized by the autonomous movement is cancelled.

[0023] According to a CBTC train section degradation protection method provided by the present invention, after the step of calculating the first protection curve of the train according to the route authorized by autonomous movement, the method further includes:

[0024] After the train comes to a complete stop, the train is switched to the RM mode.

[0025] The present invention also provides a CBTC train section degradation protection device, comprising:

[0026] A determination module, used to determine the current position of the train according to the track deviation of the balise passed by the train when the train loses its position due to a signal failure;

[0027] A search module, used for searching for a route in the running direction of the train, starting from the current position of the train, until the opposite turnout position is found; wherein the running direction of the train is obtained before the train fails;

[0028] A protection module is used to use the route between the current position and the opposite switch position as an autonomous movement authorization, and calculate the first protection curve of the train according to the route of the autonomous movement authorization.

[0029] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the CBTC train section degradation protection method as described above is implemented.

[0030] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the CBTC train section degradation protection method as described in any one of the above is implemented.

[0031] The present invention also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the CBTC train section degradation protection method as described above is implemented.

[0032] The CBTC train section degradation protection method and device provided by the present invention retain the train running direction located before the train failure when the train loses its positioning due to a signal failure. When the running direction is known, positioning can be established through only one transponder, thereby improving positioning efficiency; the straight route of the train is obtained according to the positioning of the train, and the protection curve of the straight route is calculated and displayed for the driver's reference, so that the train can run safely under the protection of the on-board signal equipment after the section is degraded, the train running speed is improved, the impact on the operating interval is reduced, and the overall fulfillment rate of the line plan operation diagram is guaranteed to the maximum extent. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0034] Figure 1 It is a schematic diagram of track line layout provided by the prior art;

[0035] Figure 2 It is a flow chart of the CBTC train section degradation protection method provided by the present invention;

[0036] Figure 3 It is a structural schematic diagram of the CBTC train section degradation protection device provided by the present invention;

[0037] Figure 4 It is a structural schematic diagram of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0038] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0039] Combine the following Figure 2 A CBTC train section degradation protection method of the present invention is described, comprising: step 201, in the case where a train has a signal failure and loses positioning, determining the current position of the train according to the track offset of the balise passed by the train;

[0040] The execution subject of this embodiment is the on-board ATP (Automatic Train Protection) of the train.

[0041] Signal failure refers to a signal failure in the train network, such as a weak network signal, which results in loss of train positioning information. Positioning information includes the train's offset on the track and the train's running direction.

[0042] Before the train loses its position due to a signal failure, the onboard ATP needs the train to pass through two balises to obtain the train's position information. The train's running direction is determined by the order of the two balises, and the train's safety envelope position is determined by the track offset positions configured by the two balises. Only then is the train's position established and the ZC (Zone Controller) is called. Since the interval balises are arranged relatively long, with a common interval of 300m, in the most unfavorable case, the driver needs to drive the train for 600m to establish the position, which takes nearly 100s to establish the position.

[0043] If the on-board ATP determines that the train has lost its position due to a signal failure, and the positioning information is lost, since the train's running direction will not change in a short time, the offset of the lost train will be used for the most recently obtained train positioning information, and the train's running direction will be retained.

[0044] When the onboard ATP passes the next balise and the train's running direction is known, it receives the message from the balise. It obtains the track offset configured by the balise according to the balise's ID in the message, and uses the balise's track offset as the train's current position. It re-establishes the train's positioning message based on the balise's track offset and the train's running direction.

[0045] In this embodiment, the offset is located by only one balise, and the train running direction uses the direction of the previous positioning, thereby greatly improving the train positioning efficiency.

[0046] Step 202, in the running direction of the train, starting from the current position of the train, a route search is performed until the opposite turnout position is found; wherein the running direction of the train is obtained before the train fails;

[0047] After the onboard ATP locates the train, the train's route is judged in the straight direction. There is a lateral turnout in the straight direction of the train at the opposite turnout position, that is, there are multiple route directions. Since the direction of the route is unknown and the route direction selected by the train cannot be determined, the opposite turnout position is used as the end point of the train's movement authorization.

[0048] Step 203: taking the route between the current position and the opposite turnout position as the autonomous movement authorization, and calculating the first protection curve of the train according to the route of the autonomous movement authorization.

[0049] The route from the current position to the opposite turnout position is a straight route. The onboard ATP authorizes the movement of this section of the straight route. The train enters the protection mode, calculates and displays the protection curve of this section of the straight route. The protection curve finally calculated is used as the first protection curve. This embodiment is not limited to the specific calculation method of the first protection curve.

[0050] The driver controls the train to travel on the straight route with reference to the first protection curve. When the train stops, the onboard ATP automatically exits the protection mode and returns to the RM mode, and then performs overspeed protection according to the normal RM speed limit.

[0051] This embodiment improves positioning efficiency by retaining the train's running direction determined before the train fails when the train loses its position due to a signal failure. When the running direction is known, positioning can be established by passing through only one transponder. The straight route of the train is obtained based on the train's positioning, and the protection curve of the straight route is calculated and displayed for the driver's reference. After the train is downgraded in the section, it can run safely under the protection of the on-board signal equipment, thereby increasing the train's running speed, reducing the impact on the operating interval, and maximizing the overall fulfillment rate of the line plan operation diagram.

[0052] On the basis of the above embodiment, the first protection curve of the train is calculated according to the route authorized by autonomous movement in this embodiment, including: determining the distance between the current position of the train and the end point of the track where the train is located;

[0053] The end of the track is the axle counting boundary of the track. After the onboard ATP completes the authorized movement of the straight route, it calculates the estimated distance between the current position of the train and the end of the track where the train is located.

[0054] When the distance is greater than a preset distance and the train is not in an emergency braking process, a first protection curve of the train is calculated according to the route authorized by autonomous movement.

[0055] The preset distance is the minimum distance that the driver needs to protect the train, which is set based on experience. When the distance between the current position of the train and the end of the track is greater than the preset distance, if the train is in section degradation operation and there is no emergency braking, the train enters the protection mode and calculates and displays the protection curve of the movement authorization straight route.

[0056] On the basis of the above embodiment, the calculation of the first protection curve of the train according to the route authorized by autonomous movement in this embodiment includes: displaying the running direction of the train and confirming whether to display the prompt information of the first protection curve;

[0057] When the distance between the current position of the train and the end point of the track is greater than the preset distance, if the train is in section degradation operation and there is no emergency braking, the driver will be prompted with the current direction of the train and confirmation on whether to display the first protection curve through the human-computer interaction interface on the train.

[0058] Optionally, the current running direction of the train is up or down. The prompt message for confirming whether to display the first protection curve is "Please confirm whether to display the protection curve"

[0059] After receiving the confirmation operation of the prompt information by the driver of the train for checking the running direction of the train, the first protection curve of the train is calculated according to the route authorized by the autonomous movement.

[0060] The driver determines whether the actual running direction of the train is consistent with the running direction of the train displayed on the human-computer interaction interface. If they are consistent, the driver confirms whether it is necessary to speed up the train according to the current train scheduling. If it is necessary to speed up the train, the driver presses the confirmation button to confirm that the first protection curve needs to be displayed to guide the driver in driving.

[0061] After prompting the driver to confirm, the on-board ATP collects the driver's confirmation button operation and enters the protection mode. In the protection mode, the on-board ATP automatically calculates the first protection curve of the mobile authorization route and sends the protection mode to the human-computer interaction interface to prompt the driver.

[0062] On the basis of the above embodiment, the calculation of the first protection curve of the train according to the route authorized by autonomous movement in this embodiment includes: obtaining a second protection curve of the train on the route authorized by autonomous movement when the train is running on the roof;

[0063] When the train is running under the roof, the running speed of the train at each position is determined according to the performance of the train and the distance between the train and the platform. This embodiment can adopt the existing protection curve calculation method.

[0064] Acquire a third protection curve of the train on the route of the autonomous movement authorization when the train triggers emergency braking to stop at the autonomous movement authorization end point;

[0065] Determine that the train stops at the end of the authorized movement route in the event of emergency braking, and determine the emergency braking distance based on the train's emergency braking acceleration and the initial speed of the emergency braking, thereby determining the emergency braking section.

[0066] The movement authorization section is divided into a ceiling operation section and an emergency braking section. According to the current speed of the train at the current position and the emergency braking initial speed at the starting position of the emergency braking section, the ceiling operation protection curve of the train in the ceiling operation section, i.e., the second protection curve, is calculated. According to the emergency braking initial speed of the train, the emergency braking curve of the train in the emergency braking section, i.e., the third protection curve, is calculated.

[0067] The minimum value of the speed in the second protection curve and the speed in the third protection curve corresponding to each position on the route authorized by the autonomous movement is used as the protection speed corresponding to each position in the first protection curve; and the first protection curve is displayed.

[0068] The smaller speed corresponding to the same position in the second protection curve and the third protection curve is retained, and the larger speed is removed, thereby forming the first protection curve, that is, the final protection curve displayed to the driver for reference.

[0069] On the basis of the above embodiments, this embodiment also includes: canceling the connection between the vehicle-mounted device and the protection ZC of the mobile authorized route.

[0070] While the on-board ATP calculates the first protection curve of the mobile authorized route, it cancels the connection with the ZC to ensure that no position report is sent to the ZC.

[0071] On the basis of the above-mentioned embodiment, after the step of calculating the first protection curve of the train according to the route authorized by autonomous movement, this embodiment further includes: after the train stops, switching the train to RM mode.

[0072] After the train stops, the onboard ATP automatically exits the protection mode and returns to the RM mode, and then performs overspeed protection according to the speed limit of the normal RM mode.

[0073] The CBTC train section degradation protection device provided by the present invention is described below. The CBTC train section degradation protection device described below and the CBTC train section degradation protection method described above can be referred to each other.

[0074] like Figure 3 As shown, the device includes a determination module 301, a search module 302 and a protection module 303.

[0075] The determination module 301 is used to determine the current position of the train according to the track deviation of the balise passed by the train when the train loses its position due to a signal failure;

[0076] The search module 302 is used to search for a route in the running direction of the train, starting from the current position of the train, until the opposite turnout position is found; wherein the running direction of the train is obtained before the train fails;

[0077] The protection module 303 is used to take the route between the current position and the opposite turnout position as the autonomous movement authorization, and calculate the first protection curve of the train according to the route of the autonomous movement authorization.

[0078] This embodiment improves positioning efficiency by retaining the train's running direction determined before the train fails when the train loses its position due to a signal failure. When the running direction is known, positioning can be established by passing through only one transponder. The straight route of the train is obtained based on the train's positioning, and the protection curve of the straight route is calculated and displayed for the driver's reference. After the train is downgraded in the section, it can run safely under the protection of the on-board signal equipment, thereby increasing the train's running speed, reducing the impact on the operating interval, and maximizing the overall fulfillment rate of the line plan operation diagram.

[0079] Figure 4 An example of a physical structure diagram of an electronic device is shown in FIG. Figure 4 As shown, the electronic device may include: a processor 410, a communication interface 420, a memory 430 and a communication bus 440, wherein the processor 410, the communication interface 420 and the memory 430 communicate with each other through the communication bus 440. The processor 410 may call the logic instructions in the memory 430 to execute the CBTC train section degradation protection method, which includes: in the case where the train loses its position due to a signal failure, determining the current position of the train according to the track offset of the transponder passed by the train; in the running direction of the train, starting from the current position of the train to search for the opposite turnout position; wherein the running direction of the train is obtained before the train fails; taking the route between the current position and the opposite turnout position as an autonomous movement authorization, and calculating the first protection curve of the train according to the route of the autonomous movement authorization.

[0080] In addition, the logic instructions in the above-mentioned memory 430 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

[0081] On the other hand, the present invention also provides a computer program product, which includes a computer program. The computer program can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the CBTC train section degradation protection method provided by the above-mentioned methods, which includes: in the event that a train loses its positioning due to a signal failure, determining the current position of the train based on the track offset of the transponder passed by the train; in the running direction of the train, starting from the current position of the train, performing a route search until the opposite switch position is found; wherein the running direction of the train is obtained before the train fails; taking the route between the current position and the opposite switch position as an autonomous movement authorization, and calculating the first protection curve of the train based on the route of the autonomous movement authorization.

[0082] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to execute the CBTC train section degradation protection method provided by the above-mentioned methods, the method comprising: in the event that a train loses its positioning due to a signal failure, determining the current position of the train based on the track offset of the transponder passed by the train; in the running direction of the train, performing a route search starting from the current position of the train until an opposite switch position is found; wherein the running direction of the train is obtained before the train fails; taking the route between the current position and the opposite switch position as an autonomous movement authorization, and calculating the first protection curve of the train based on the route of the autonomous movement authorization.

[0083] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0084] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0085] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A CBTC train section degradation protection method, characterized in that: include: In the event that a train loses its position due to a signal failure, the current position of the train is determined based on the track deviation of the balise that the train passes by; In the running direction of the train, a route search is performed starting from the current position of the train until the opposite turnout position is found; wherein the running direction of the train is obtained before the train fails; Taking the route between the current position and the opposite turnout position as the autonomous movement authorization, and calculating the first protection curve of the train according to the route of the autonomous movement authorization; The calculating the first protection curve of the train according to the route authorized by autonomous movement includes: determining the distance between the current position of the train and the end point of the track on which the train is located; When the distance is greater than a preset distance and the train is not in an emergency braking process, calculating a first protection curve of the train according to an approach authorized by autonomous movement; The calculating the first protection curve of the train according to the route authorized by autonomous movement includes: Acquire a second protection curve of the train on the route authorized by the autonomous movement when the train is running on the roof; Acquire a third protection curve of the train on the route of the autonomous movement authorization when the train triggers emergency braking to stop at the autonomous movement authorization end point; The minimum value of the speed in the second protection curve and the speed in the third protection curve corresponding to each position on the route authorized by the autonomous movement is used as the protection speed corresponding to each position in the first protection curve; The first protection curve is displayed.

2. The CBTC train section degradation protection method according to claim 1 is characterized in that: The calculating the first protection curve of the train according to the route authorized by autonomous movement includes: Displaying the running direction of the train and confirming whether to display the prompt information of the first protection curve; After receiving the confirmation operation of the prompt information by the driver of the train for checking the running direction of the train, the first protection curve of the train is calculated according to the route authorized by the autonomous movement.

3. The CBTC train section degradation protection method according to any one of claims 1-2 is characterized in that: Also includes: The connection between the on-board device and the protection ZC of the route authorized by the autonomous movement is cancelled.

4. The CBTC train section degradation protection method according to any one of claims 1-2 is characterized in that: After the step of calculating the first protection curve of the train according to the route authorized by autonomous movement, the method further includes: After the train comes to a complete stop, the train is switched to the RM mode.

5. A CBTC train section degradation protection device, characterized in that: include: A determination module, used to determine the current position of the train according to the track deviation of the balise passed by the train when the train loses its position due to a signal failure; A search module, used for searching for a route in the running direction of the train, starting from the current position of the train, until the opposite turnout position is found; wherein the running direction of the train is obtained before the train fails; A protection module, used for taking a route between the current position and the opposite turnout position as an autonomous movement authorization, and calculating a first protection curve of the train according to the route of the autonomous movement authorization; The protection module further includes: calculating the first protection curve of the train according to the route authorized by autonomous movement, including: determining the distance between the current position of the train and the end point of the track on which the train is located; When the distance is greater than a preset distance and the train is not in an emergency braking process, calculating a first protection curve of the train according to an approach authorized by autonomous movement; The calculating the first protection curve of the train according to the route authorized by autonomous movement includes: Acquire a second protection curve of the train on the route authorized by the autonomous movement when the train is running on the roof; Acquire a third protection curve of the train on the route of the autonomous movement authorization when the train triggers emergency braking to stop at the autonomous movement authorization end point; The minimum value of the speed in the second protection curve and the speed in the third protection curve corresponding to each position on the route authorized by the autonomous movement is used as the protection speed corresponding to each position in the first protection curve; The first protection curve is displayed.

6. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the program, the CBTC train section degradation protection method as described in any one of claims 1 to 4 is implemented.

7. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the CBTC train section degradation protection method as described in any one of claims 1 to 4 is implemented.

8. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the CBTC train section degradation protection method as described in any one of claims 1 to 4 is implemented.

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