Train Reverse Protection System and Method

Abstract

This invention provides a train rollback protection system and method. The system includes: an onboard ATP system, a ZC (Train Control Center), and an interlocking subsystem. The onboard ATP system is used to acquire the position information of the first train during its subsequent rollback when the actual stopping point of the first train at the platform exceeds a preset stopping point, and sends the position information to the ZC. Based on the rollback MA (Traffic Action Measure) sent by the ZC, the system protects the first train from rollback. The ZC is used to calculate the rollback MA based on the position information and determine whether the train's tail envelope has cleared a preset track section after the rollback ends. The starting point of the rollback MA is the tail envelope, and the ending point is the boundary of the preset track section away from the first train. The preset track section is in a locked state, adjacent to the platform and located behind the first train. The interlocking subsystem is used to monitor the occupancy and clearing status of the preset track section and control its locking and unlocking status. This invention provides protection for the train during rollback.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a train rollback protection system and method. Background Technology

[0002] In urban rail transit, trains rely on automatic driving systems to stop precisely at platforms. However, due to factors such as improper manual driving by the driver or malfunctions in the traction braking system, trains may fail to stop accurately at platforms. This is especially problematic when trains frequently overshoot their designated stops, significantly impacting rail transit operations.

[0003] If a train stops due to a misalignment, the driver can manually steer the train to realign. If the train overshoots a marker and stops but has not crossed the permissible reverse zone set by the ATP (Automatic Train Protection) system, the driver can manually reverse at low speed to realign. The permissible reverse distance set by the ATP system is limited to within 5 meters, and the ATP system alone provides reverse protection for the train. To ensure safety, the ATP system strictly defines the permissible reverse zone for trains; trains outside this zone are strictly prohibited from reversing. If a train overshoots a marker by too much and crosses the permissible reverse zone, the driver cannot directly control the train to reverse; the ATP system must be disconnected before reversing to realign, or the train can skip the station and proceed directly to the next station.

[0004] When a train overshoots its designated stop and exceeds the permitted reversing zone, if the driver disables the ATP system for reversing and realigning, two issues arise: firstly, disabling the ATP system leaves the train entirely reliant on manual safety measures, reducing operational safety; secondly, restarting the ATP system and repositioning the train upon departure is time-consuming, impacting efficiency and potentially causing delays to subsequent trains. If the driver simply skips the station and proceeds directly to the next station, the need for passengers to disembark at the current station is ignored. Especially during peak travel periods or periods of heavy traffic, such abnormal overshoots can significantly disrupt rail transit operations. Summary of the Invention

[0005] This invention provides a train rollback protection system and method to address the shortcomings of existing technologies where excessive train rollback reduces operational safety and efficiency, affecting rail transit operations, and to protect trains during rollback.

[0006] This invention provides a train rollback protection system, including an onboard ATP system, a zone controller, and an interlocking subsystem;

[0007] The onboard ATP system is used to obtain the position information of the first train during its subsequent reverse movement when the actual stopping point of the first train at the platform exceeds the preset stopping point of the platform, send the position information to the area controller, and protect the first train from reverse movement based on the reverse movement authorization sent by the area controller.

[0008] The area controller is used to calculate the retreat movement authorization based on the location information, and after the first train has finished retreating, to determine whether the tail envelope of the first train has cleared the preset track section;

[0009] The starting point of the retreat movement authorization is the tail envelope, and the ending point is the boundary of the preset track section away from the first train;

[0010] The preset track section is in a locked state, and is the track section adjacent to the platform and located behind the first train;

[0011] The interlocking subsystem is used to release the locking state of the preset track section when the tail envelope clears the preset track section.

[0012] According to the present invention, a train rollback protection system is provided, wherein the on-board ATP system is used to send information that the actual stopping point exceeds the preset stopping point to the interlocking subsystem;

[0013] The interlocking subsystem is used to keep the preset track section locked based on the information that the actual parking point exceeds the preset parking point, and to send the locking status of the preset track section to the on-board ATP system.

[0014] The onboard ATP system is also used to display information allowing the first train to reverse on the human-machine interface of the first train when it receives that the preset track section is in a locked state.

[0015] According to a train rollback protection system provided by the present invention, the interlocking subsystem is further configured to send the locking status of the preset track section to the area controller;

[0016] The area controller is used to calculate the backtracking authorization based on the location information when it receives that the preset track section is in a locked state.

[0017] According to a train rollback protection system provided by the present invention, the area controller is used to send information on not releasing the locking state of the preset track section to the interlocking subsystem when it is determined that the tail envelope of the first train has not cleared the preset track section;

[0018] The interlocking subsystem is used to keep the preset track section in a locked state based on information that the locking state of the preset track section is not released.

[0019] According to a train rollback protection system provided by the present invention, the area controller is further configured to calculate the rollback movement authorization of the second train based on the position information of the second train when the preset track section is in a locked state.

[0020] The endpoint of the second train's authorized retreat movement is the boundary of the preset track section away from the first train.

[0021] According to a train rollback protection system provided by the present invention, the on-board ATP system is further configured to send information indicating that the actual stopping point has not reached the preset stopping point to the interlocking subsystem when the actual stopping point has not reached the preset stopping point.

[0022] The interlocking subsystem is used to keep the preset track section locked based on the information that the actual parking point has not reached the preset parking point.

[0023] According to a train rollback protection system provided by the present invention, the on-board ATP system is further configured to send information about the overlap between the actual stopping point and the preset stopping point to the interlocking subsystem when the actual stopping point overlaps with the preset stopping point.

[0024] The interlocking subsystem is used to release the locking state of the preset track section based on the information that the actual parking point coincides with the preset parking point.

[0025] The present invention also provides a train rollback protection method, comprising:

[0026] If the actual stopping point of the first train at the platform exceeds the preset stopping point of the platform, the position information of the first train during its subsequent reverse movement is obtained through the onboard ATP system;

[0027] The area controller calculates the retreat movement authorization based on the location information, and after the first train has finished retreating, determines whether the tail envelope of the first train has cleared the preset track section.

[0028] The starting point of the retreat movement authorization is the tail envelope, and the ending point is the boundary of the preset track section away from the first train;

[0029] The preset track section is in a locked state, and is the track section adjacent to the platform and located behind the first train;

[0030] The first train is protected from retreat by the onboard ATP system based on the retreat movement authorization sent by the area controller.

[0031] When the preset track section is cleared by the tail envelope, the locking state of the preset track section is released by the interlocking subsystem.

[0032] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the train rollback protection method as described above.

[0033] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the train rollback protection method as described above.

[0034] The train rollback protection system and method provided by this invention defines rollback protection sections in the train's electronic map. When a train stops due to a mark, the area controller sets the endpoint of the rollback movement authorization as the far boundary of the rollback protection section when calculating the rollback movement authorization, thereby preventing the train from leaving the rollback protection section. The interlocking subsystem only releases the locking state of the section after the rear of the train has cleared the rollback protection section, allowing other vehicles to pass. This does not require changes to the existing train control system or the addition of physical devices. Based on continuous communication between the onboard ATP system, the interlocking subsystem, and the ZC, the system collaboratively completes train rollback protection, leveraging the advantages of the train control system to improve the safety, flexibility, and efficiency of train rollback protection, and reducing the impact on rail transit operations when trains overshoot too many marks. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0036] Figure 1 This is a schematic diagram of the train rollback protection system provided by the present invention;

[0037] Figure 2 This is a schematic diagram showing the location of a preset track section in the train rollback protection system provided by the present invention;

[0038] Figure 3 This is a complete schematic diagram of the train rollback protection process in the train rollback protection system provided by the present invention;

[0039] Figure 4 This is a schematic diagram of the train rollback protection process provided by the present invention. Detailed Implementation

[0040] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0041] The following is combined Figure 1 The present invention describes a train rollback protection system, including an onboard ATP system, a zone controller (ZC), and an interlocking subsystem;

[0042] The onboard ATP system is used to obtain the position information of the first train during its subsequent reverse movement when the actual stopping point of the first train at the platform exceeds the preset stopping point of the platform, send the position information to the area controller, and protect the first train from reverse movement based on the reverse movement authorization sent by the area controller.

[0043] The first train is currently stopped at the platform. During the process of the first train entering the station and stopping, the onboard ATP system of the first train collects the speed sensor signal of the first train. When the speed sensor continuously sends a zero speed signal for a certain period of time, it determines that the first train has come to a complete stop and sends the train stop information to the interlocking subsystem and ZC.

[0044] Once the first train has come to a complete stop, the onboard ATP system determines whether to stop at the preset stopping point of that platform on the electronic map based on its own location of the actual stopping point.

[0045] When the actual stopping point of the first train exceeds the preset stopping point, it means that the first train has exceeded the standard stopping point, and the driver can drive the first train to reverse.

[0046] During the reverse movement of the first train, the onboard ATP system combines the speed sensor and the wheel diameter information of the first train to update the position information of the first train in real time and continuously send the position information to the area controller.

[0047] The area controller is used to calculate the retreat movement authorization based on the location information, and after the first train has finished retreating, to determine whether the tail envelope of the first train has cleared the preset track section;

[0048] The starting point of the retreat movement authorization is the tail envelope, and the ending point is the boundary of the preset track section away from the first train;

[0049] The preset track section is in a locked state, and is the track section adjacent to the platform and located behind the first train;

[0050] Figure 2 In the diagram, section BC is the platform track section, and section AB is the pre-designated track section, which is the retreat protection section of the platform track section. The length of section AB can be adjusted as needed. The arrow points in the direction of travel of the first train.

[0051] When section AB is locked, MA controls the endpoint of the authorized movement of the following vehicle to prevent the following vehicle from crossing the endpoint A of section AB.

[0052] ZC calculates the retreat movement authority (MA) based on the position information of the first train and sends the retreat MA to the onboard ATP system.

[0053] The starting point of the backward MA is the tail envelope of the first train, and the ending point is the endpoint A of segment AB.

[0054] The onboard ATP system uses the reverse protection curve of the first train produced by the reverse MA (Manufacturing Assistance) to protect the operation of the first train, ensuring that the rear envelope of the train does not cross the end of the reverse MA, thus protecting the reverse safety of the first train without affecting subsequent trains. In addition, the driver can also refer to the reverse protection curve to control the reverse speed of the first train.

[0055] After the first train has finished reversing, ZC determines whether the tail envelope of the first train has cleared section AB based on the position information after the train has reversed, and thus determines whether to allow section AB to be unlocked.

[0056] Under normal circumstances, the tail envelope of the first train will not cross the platform boundary B to enter section AB. At this time, ZC can send the information allowing section AB to be unlocked to the interlocking subsystem.

[0057] The interlocking subsystem is used to release the locking state of the preset track section when the tail envelope clears the preset track section.

[0058] Once the interlocking subsystem receives a message allowing section AB to unlock, it can release the locking state of section AB.

[0059] The interlocking subsystem is used to monitor the occupancy and clearance status of preset track sections and control the locking and unlocking status of preset track sections.

[0060] When section AB is unlocked, MA controls the endpoint of the following vehicle's movement authorization, allowing the following vehicle to cross endpoint A of section AB.

[0061] This embodiment defines a retreat protection section in the train's electronic map. When a train stops due to a marker, the area controller sets the endpoint of the retreat movement authorization as the far boundary of the retreat protection section when calculating the train's retreat movement authorization. This prevents the train from leaving the retreat protection section. The interlocking subsystem only releases the locking status of the section after the rear of the train has cleared the retreat protection section, allowing other vehicles to pass. This does not require changes to the train's existing control system or the addition of physical devices. Based on continuous communication between the onboard ATP system, the interlocking subsystem, and the ZC, the train retreat protection is completed collaboratively. This leverages the advantages of the train control system, improves the safety, flexibility, and efficiency of train retreat protection, and reduces the impact on rail transit operations when trains overshoot too many markers.

[0062] Based on the above embodiments, the on-board ATP system in this embodiment is used to send information that the actual parking point exceeds the preset parking point to the interlocking subsystem;

[0063] If the first train stops due to exceeding the threshold, the onboard ATP system sends a message to the interlocking subsystem indicating that the train has stopped due to exceeding the threshold and that section AB unlocking is not allowed.

[0064] The interlocking subsystem is used to keep the preset track section locked based on the information that the actual parking point exceeds the preset parking point, and to send the locking status of the preset track section to the on-board ATP system.

[0065] After receiving the information that the train has stopped due to exceeding the standard and is not allowed to unlock section AB, the interlocking subsystem maintains the locked state of section AB and feeds back the information that section AB is locked to the onboard ATP system.

[0066] The onboard ATP system is also used to display information allowing the first train to reverse on the human-machine interface of the first train when it receives that the preset track section is in a locked state.

[0067] After the onboard ATP system keeps the verification section AB locked, it displays the message "Reverse movement permitted" on the driver's cab human-machine interface of the first train. The driver can then drive the train to reverse after verifying the information.

[0068] In this embodiment, the onboard ATP system only prompts the driver to allow reversing when the reverse protection section is verified to be locked, ensuring that the following train will not enter the reverse protection section and improving the safety of train reversing.

[0069] Based on the above embodiments, the interlocking subsystem in this embodiment is also used to send the locking status of the preset track section to the area controller;

[0070] After receiving the information that the train has stopped due to exceeding the standard and that unlocking of section AB is not allowed, the interlocking subsystem simultaneously feeds back the information that section AB should remain locked to the onboard ATP system and ZC.

[0071] The area controller is used to calculate the backtracking authorization based on the location information when it receives that the preset track section is in a locked state.

[0072] When ZC learns that section AB remains locked, it uses endpoint A of section AB as the endpoint of the reverse MA, ensuring that following trains will not enter the reverse protection section when the train is being reversed, thus improving the reliability of the train reverse protection.

[0073] Based on the above embodiments, in this embodiment, the area controller is used to send information that the locking state of the preset track section will not be released when it is determined that the tail envelope of the first train has not cleared the preset track section;

[0074] In abnormal situations, such as when the first train slips or spins during reversal, causing an increase in positioning error, the tail envelope of the first train may enter the reversal protection zone. In this case, ZC will send the information that the A and B sections are not allowed to be unlocked to the interlocking subsystem.

[0075] The interlocking subsystem is used to keep the preset track section in a locked state based on information that the locking state of the preset track section is not released.

[0076] Upon receiving a message disallowing unlocking of section AB, the interlocking subsystem maintains the locked state of section AB. Once the driver controls the first train to restart forward, and the rear envelope of the first train clears section AB, the control center (ZC) determines that unlocking of section AB is permitted. The interlocking subsystem then releases the locked state of section AB.

[0077] This embodiment improves the safety of train reversal by keeping the section locked after the first train has reversed, even if the tail envelope has not cleared the reversal protection section.

[0078] Based on the above embodiments, the area controller in this embodiment is also used to calculate the reversal movement authorization of the second train according to the position information of the second train when the preset track section is in a locked state;

[0079] The endpoint of the second train's authorized retreat movement is the boundary of the preset track section away from the first train.

[0080] The second train is the following train of the first train. When the reverse protection section of the first train is locked, that section can still be locked again by the route of the following train.

[0081] ZC calculates the MA endpoint for the second train to be the entrance of the section, i.e., endpoint A, so that the MA of the second train does not conflict with the MA of the first train, thereby protecting the safety of the train reversing and the train following.

[0082] Based on the above embodiments, the vehicle-mounted ATP system in this embodiment is further used to send information about the actual parking point not reaching the preset parking point to the interlocking subsystem when the actual parking point does not reach the preset parking point.

[0083] If the actual stopping point of the first train does not reach the preset stopping point, it indicates that the train is under-marked for stopping. The onboard ATP system sends a message to the interlocking subsystem stating that the train has not stopped and section AB unlocking is not permitted.

[0084] The interlocking subsystem is used to keep the preset track section locked based on the information that the actual parking point has not reached the preset parking point.

[0085] After receiving information that the train has not stopped and section AB is not allowed to be unlocked, the interlocking subsystem maintains the locked state of the train's reverse protection section, and the driver can restart the train to complete the benchmark stop.

[0086] In the event of a train stopping before reaching its designated safety level, the first train may not have cleared the rollback protection zone. If the driver attempts to restart the train, it may stop beyond the designated level, necessitating rollback protection. Therefore, keeping the rollback protection zone locked ensures that subsequent trains cannot enter it, thus improving the safety of train rollback.

[0087] Based on the above embodiments, the vehicle-mounted ATP system in this embodiment is further used to send information about the overlap between the actual parking point and the preset parking point to the interlocking subsystem when the actual parking point overlaps with the preset parking point.

[0088] The interlocking subsystem is used to release the locking state of the preset track section based on the information that the actual parking point coincides with the preset parking point.

[0089] When the actual stopping point of the first train coincides with the preset stopping point, it indicates that the train has stopped correctly. The onboard ATP system sends a stop confirmation message to the interlocking subsystem, allowing the A / B section to unlock.

[0090] Once the interlocking section receives the information that the train has stopped and section AB is allowed to unlock, the locking status of that section can be released, and the first train can then perform normal operations such as opening and closing doors. Figure 3 A schematic diagram of the complete process for train rollback protection.

[0091] The train rollback protection method provided by the present invention is described below. The train rollback protection method described below can be referred to in correspondence with the train rollback protection system described above.

[0092] like Figure 4 As shown, the method includes: step 401, when the actual stopping point of the first train at the platform exceeds the preset stopping point of the platform, obtaining the position information of the first train during the subsequent reverse process through the on-board ATP system;

[0093] Step 402: The area controller calculates the retreat movement authorization based on the location information. After the first train has finished retreating, it is determined whether the tail envelope of the first train has cleared the preset track section.

[0094] The starting point of the retreat movement authorization is the tail envelope, and the ending point is the boundary of the preset track section away from the first train;

[0095] The preset track section is in a locked state, and is the track section adjacent to the platform and located behind the first train;

[0096] Step 403: Protect the first train from reversing by means of the onboard ATP system based on the reversal movement authorization sent by the area controller;

[0097] Step 404: After the tail section has been cleared, the locking state of the preset track section is released through the interlocking subsystem.

[0098] This embodiment defines a retreat protection section in the train's electronic map. When a train stops due to a marker, the area controller sets the endpoint of the retreat movement authorization as the far boundary of the retreat protection section when calculating the train's retreat movement authorization. This prevents the train from leaving the retreat protection section. The interlocking subsystem only releases the locking status of the section after the rear of the train has cleared the retreat protection section, allowing other vehicles to pass. This does not require changes to the train's existing control system or the addition of physical devices. Based on continuous communication between the onboard ATP system, the interlocking subsystem, and the ZC, the train retreat protection is completed collaboratively. This leverages the advantages of the train control system, improves the safety, flexibility, and efficiency of train retreat protection, and reduces the impact on rail transit operations when trains overshoot too many markers.

[0099] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train rollback protection system, characterized in that, This includes the onboard ATP system, area controller, and interlocking subsystem; The onboard ATP system is used to obtain the position information of the first train during its subsequent reverse movement when the actual stopping point of the first train at the platform exceeds the preset stopping point of the platform, send the position information to the area controller, and protect the first train from reverse movement based on the reverse movement authorization sent by the area controller. The area controller is used to calculate the retreat movement authorization based on the location information, and after the first train has finished retreating, to determine whether the tail envelope of the first train has cleared the preset track section; The starting point of the retreat movement authorization is the tail envelope, and the ending point is the boundary of the preset track section away from the first train; The preset track section is in a locked state, and is the track section adjacent to the platform and located behind the first train; The interlocking subsystem is used to release the locking state of the preset track section when the tail envelope clears the preset track section; The area controller is used to calculate the backtracking authorization based on the location information when it receives that the preset track section is in a locked state; The area controller is also used to calculate the reversal authorization of the second train based on the position information of the second train when the preset track section is in a locked state. The endpoint of the second train's authorized retreat movement is the boundary of the preset track section away from the first train.

2. The train rollback protection system according to claim 1, characterized in that, The on-board ATP system is used to send information about the actual parking point exceeding the preset parking point to the interlocking subsystem; The interlocking subsystem is used to keep the preset track section locked based on the information that the actual parking point exceeds the preset parking point, and to send the locking status of the preset track section to the on-board ATP system. The onboard ATP system is also used to display information allowing the first train to reverse on the human-machine interface of the first train when it receives that the preset track section is in a locked state.

3. The train rollback protection system according to claim 2, characterized in that, The interlocking subsystem is also used to send the locking status of the preset track section to the area controller.

4. The train rollback protection system according to any one of claims 1-3, characterized in that, The area controller is used to send information to the interlocking subsystem to ensure that the locking status of the preset track section is not released when it is determined that the tail envelope of the first train has not cleared the preset track section. The interlocking subsystem is used to keep the preset track section in a locked state based on information that the locking state of the preset track section is not released.

5. The train rollback protection system according to any one of claims 1-3, characterized in that, The on-board ATP system is also used to send information about the actual parking point not reaching the preset parking point to the interlocking subsystem when the actual parking point does not reach the preset parking point. The interlocking subsystem is used to keep the preset track section locked based on the information that the actual parking point has not reached the preset parking point.

6. The train rollback protection system according to any one of claims 1-3, characterized in that, The on-board ATP system is also used to send information about the overlap between the actual parking point and the preset parking point to the interlocking subsystem when the actual parking point overlaps with the preset parking point. The interlocking subsystem is used to release the locking state of the preset track section based on the information that the actual parking point coincides with the preset parking point.

7. A method for protecting trains from rollback, characterized in that, include: If the actual stopping point of the first train at the platform exceeds the preset stopping point of the platform, the position information of the first train during its subsequent reverse movement is obtained through the onboard ATP system; The area controller calculates the reversal movement authorization of the first train based on the location information, and after the reversal of the first train is completed, it determines whether the tail envelope of the first train has cleared the preset track section. The starting point of the retreat movement authorization is the tail envelope, and the ending point is the boundary of the preset track section away from the first train; The preset track section is in a locked state, and is the track section adjacent to the platform and located behind the first train; The first train is protected from retreat by the onboard ATP system based on the retreat movement authorization sent by the area controller. When the preset track section is cleared by the tail envelope, the locking state of the preset track section is released by the interlocking subsystem; When the preset track section is locked, the reversal movement authorization of the second train is calculated based on the position information of the second train; The endpoint of the second train's authorized retreat movement is the boundary of the preset track section away from the first train.

8. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the train rollback protection method as described in claim 7.

9. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the train rollback protection method as described in claim 7.

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