Train operation control method, on-board controller and train

Abstract

The present invention discloses a train operation control method, an onboard controller, and a train. The method comprises: receiving an instruction allowing entry into the TACS control level, determining whether the train meets the conditions for entering the TACS control level; if so, controlling the train to enter the TACS control level, and sending a TACS control notification to ground equipment in the line section where the train is located, the TACS control notification being used by the ground equipment to communicate with the train according to the TACS control level protocol; and controlling the train according to the TACS control level. Thus, the method can enable multiple TACS control-level trains and CBTC control-level trains to operate on the same line, or enable a single train to switch between CBTC control level and TACS control level.

Description

Technical Field

[0001] The present invention relates to the technical field of train operation control, and in particular to a train operation control method, an on-board controller and a train. Background Art

[0002] In related technologies, the CBTC (Communication Based Train Control) system and the TACS (Train Autonomous Circumambulation System) system operate separately. CBTC and TACS are two independently operated systems.

[0003] The CBTC system architecture provides moving block functions based on precise onboard positioning and a wireless train-to-ground network. Each subsystem forms a closed-loop system through the network, integrating ground control with onboard control and with central control, creating a secure train control system. However, trackside equipment such as transponders, signals, switches, and axle counters is complex and expensive to set up, resulting in lower train tracking intervals and operating efficiency than the TACS system.

[0004] The TACS system eliminates the CI (Computer Interlocking) and ZC (Zone Controller) ground equipment. Instead, active train routing, movement authorization calculation, and autonomous protection functions are all integrated into the onboard controller. The VOBC (Vehicle On-Board Controller) performs route selection and planning, autonomously generates instructions for controlling trackside resources, and uses the OC (Object Controller) to register and requisition resources. The train control system is comprised of core vehicle-to-vehicle communication functions. However, the TACS system completely eliminates axle counting equipment, retaining only signals at turnout locations. After train downgrade, there is no backup mode control level, no redundant method for determining train position, and the system cannot operate in both normal and downgraded modes. Summary of the Invention

[0005] The present invention aims to at least partially address one of the technical problems in the related art. To this end, one object of the present invention is to provide a train operation control method that can enable the co-operation of multiple TACS-controlled trains and CBTC-controlled trains, or enable the switching between CBTC-controlled and TACS-controlled trains on a single train.

[0006] The second object of the present invention is to provide a vehicle-mounted controller.

[0007] The third object of the present invention is to provide a train.

[0008] To achieve the above-mentioned purpose, an embodiment of the first aspect of the present invention proposes a train operation control method, which includes: receiving an instruction allowing entry into the TACS control level, and determining whether the train meets the conditions for entering the TACS control level; if so, controlling the train to enter the TACS control level, and sending a TACS control notification to the ground equipment of the line section where the train is located, wherein the TACS control notification is used by the ground equipment to communicate with the train according to the protocol of the TACS control level; and controlling the train according to the TACS control level.

[0009] Furthermore, the determination of whether the train meets the conditions for entering the TACS control level includes: obtaining the current control level of the train; if the current control level of the train is the CBTC control level, determining that the train meets the conditions for entering the TACS control level; if the current control level of the train is the point control level or the interlocking control level, and the train communicates normally with the ground equipment of the line section where the train is located, determining that the train meets the conditions for entering the TACS control level.

[0010] Furthermore, under the TACS control level, the driving modes include train automatic protection mode, train automatic driving mode, and train autonomous operation mode; under the CBTC control level, the driving modes include the train automatic protection mode and the train automatic driving mode; under the point control level, the driving modes include the train automatic protection mode and the train automatic driving mode; under the interlocking control level, the driving modes include unrestricted manual driving mode and restricted manual driving mode.

[0011] According to one embodiment of the present invention, after controlling the train to enter the TACS control level, the method further includes: if the control level of the train before entering the TACS control level is the CBTC control level or the point control level, controlling the train to maintain the current driving mode; if the control level of the train before entering the TACS control level is the interlocking control level, controlling the driving mode of the train to be adjusted to the train automatic protection mode or the train automatic driving mode.

[0012] According to one embodiment of the present invention, the ground equipment includes a regional controller. When the regional controller communicates with the train according to a TACS control-level protocol, the method includes: receiving train location information within its jurisdiction from the regional controller; sending a trackside resource application to the regional controller, and receiving a resource list and resource control permissions established by the regional controller. The resource list and resource control permissions are established by the regional controller when registering train resources for the trackside resource application.

[0013] Furthermore, before sending the line trackside resource application to the regional controller, the method also includes: determining that the driving mode of the train is a train autonomous operation mode.

[0014] According to one embodiment of the present invention, controlling the train according to the TACS control level includes: controlling the train to establish a communication connection with an adjacent train; obtaining the speed curve and train control instructions of the adjacent train through the communication connection, and adjusting the driving mode of the train to a train autonomous operation mode.

[0015] Furthermore, the controlling of the train according to the TACS control level also includes: autonomously calculating movement authorization when the driving mode of the train is the autonomous operation mode of the train; calculating the safety protection curve of the train based on the autonomously calculated movement authorization, the speed curve of the adjacent train and the train control instruction; and controlling the train to perform safety protection driving according to the safety protection curve.

[0016] Furthermore, the safety protection curve of the train is calculated based on the autonomously calculated movement authorization, the speed curve of the adjacent train and the train control instructions, and the adjacent train is the front train, including: based on the relative static mode with the front train, according to the autonomously calculated movement authorization, the speed curve of the front train and the train control instructions, the safety protection curve of the train is calculated.

[0017] According to one embodiment of the present invention, the method further includes: upon receiving an instruction to exit the TACS control level, controlling the train to exit the TACS control level and enter the CBTC control level, and adjusting the driving mode of the train from the train autonomous operation mode to the train automatic driving mode.

[0018] The train operation control method according to the embodiment of the present invention can realize the co-line operation of multiple TACS control level trains and CBTC control level trains, or realize the switching operation of CBTC control level and TACS control level of a single train.

[0019] To achieve the above-mentioned purpose, the second embodiment of the present invention proposes an on-board controller, comprising a memory, a processor and a computer program stored in the memory. When the computer program is executed by the processor, the train operation control method is implemented.

[0020] To achieve the above-mentioned objectives, a third embodiment of the present invention provides a train comprising the above-mentioned on-board controller.

[0021] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 1 is a flow chart of a train operation control method according to an embodiment of the present invention;

[0023] Figure 2 This is a schematic diagram of the structure of ground equipment communicating with a train according to a TACS control level protocol according to an embodiment of the present invention;

[0024] Figure 3 It is a flow chart of a train operation control method according to a specific embodiment of the present invention. DETAILED DESCRIPTION

[0025] Please refer to the following Figure 1-3 The train operation control method, onboard controller, and train according to embodiments of the present invention are described, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described with reference to the accompanying drawings are illustrative only and are not to be construed as limiting the present invention.

[0026] Among the related technologies, the CBTC system is mainly divided into ATS (Automatic Train Monitoring), ZC, interlocking system CI, VOBC, DCS (Data Communication System), and MSS (Maintenance Support System); while the TACS system is mainly divided into the automatic train monitoring system ATS, the onboard controller VOBC, OC, TTS (Train Twins System), and the data communication system DCS. Through vehicle-to-vehicle communication, path planning, mobile authorization calculation, and autonomous protection functions are integrated into VOBC, eliminating the ground ATP (Automatic Train Protection) and CI equipment, and setting OC to realize the control of trackside equipment.

[0027] The present invention is applicable to lines where the TACS system and the CBTC system operate in a mixed mode, or to lines in an intermediate state where the CBTC system is transitioning to the TACS system. The line should have the conditions for operating in both the CBTC degraded mode and the TACS degraded mode, such as having axle counting equipment that detects the train position in a redundant manner, or RFID (Radio Frequency Identification) readers arranged on the trackside, and corresponding tags arranged on board. If a train degrades, a redundant method can be used to obtain the train's approximate position and implement degraded operation. At the TACS control level, the reliance on speed sensors can be reduced, and accurate position positioning with clear environmental characteristics can be provided based on radar and vision technology as a supplementary correction to the speed sensor positioning, achieving fused positioning, thereby achieving a safer on-board autonomous calculation of MA (Movement Authority) rather than MA using ground ATP. In general, the co-linear operation of the TACS system and the CBTC system is achieved, or the switching operation of the CBTC system and the TACS system is achieved.

[0028] Traditional train operation control levels include interlocking control level, point control level, and CBTC control level. The present invention adds a TACS control level that is higher than the CBTC control level. These levels work as follows:

[0029] The interlocking control level is a downgraded control mode of the CBTC system, based on the fixed block principle, and the driver drives according to the display of the trackside signal; the point train control level is a downgraded control mode of the CBTC system, based on the fixed block principle, adopting a single mode speed curve control mode, and real-time supervision of train operation; the CBTC control level is a downgraded control mode of the CBTC system, based on the moving block principle, adopting a continuous speed curve control mode, and real-time supervision of train operation; the TACS control level added by the present invention is a higher control mode than the CBTC system, realizing vehicle-to-vehicle communication, and the following vehicle can calculate the MA end point control mode based on the relative speed of the leading vehicle, and real-time supervision of train operation.

[0030] Figure 1 FIG. 1 is a flow chart of a train operation control method according to an embodiment of the present invention. Figure 1 As shown, the train operation control method includes:

[0031] S101. Receive an instruction allowing entry into the TACS control level, and determine whether the train meets the conditions for entering the TACS control level.

[0032] Specifically, see Figure 2-3 ,After receiving the instruction from the automatic train monitoring system ATS to allow the train to enter the TACS control level, the ,onboard controller VOBC determines whether the train meets the conditions for entering the TACS control level.

[0033] It should be noted that if you want the train to operate under the TACS control level and achieve more efficient operation, it is necessary to upgrade from other levels to the TACS control level. When upgrading from other levels to the TACS control level, it is necessary to first determine which trains will enter the TACS control level. These trains can be trains that are about to enter the TACS control level and run mixed with other non-TACS control level trains. Then, the dispatcher can use the train automatic monitoring system to issue instructions to trains that are allowed to enter the TACS control level to allow them to enter the TACS control level. In order to meet the requirements of the TACS control level operation and realize the autonomous calculation of MA by the on-board controller VOBC, trains entering the TACS control level need to have precise positioning using radar detection and visual technology, so that the on-board controller VOBC can achieve adequate safety protection under the TACS control level.

[0034] Furthermore, determining whether a train meets the conditions for entering the TACS control level may include: obtaining the current control level of the train; if the current control level of the train is the CBTC control level, determining that the train meets the conditions for entering the TACS control level; if the current control level of the train is the point control level or the interlocking control level, and the train communicates normally with the ground equipment of the line section where the train is located, determining that the train meets the conditions for entering the TACS control level.

[0035] Specifically, see Figure 2-3 , the on-board controller VOBC needs to periodically report its own train control level and train driving mode to the ground equipment: automatic train monitoring system ATS, zone controller ZC, and interlocking system CI. If VOBC determines that the current control level is the CBTC control level, it will directly modify its own control level to the TACS control level, but the train driving mode will remain the original driving mode; if VOBC determines that the current control level is below the CBTC control level, that is, the point control level or the interlocking control level, and if the on-board controller VOBC and the ground equipment (such as the zone controller ZC, automatic train monitoring system ATS) communicate normally, it will modify its own control level to the TACS control level, otherwise it will continue to maintain the current control level. It should be noted that trains and trains, trains and zone controllers ZC, and trains and automatic train monitoring systems ATS can communicate through the data communication system DCS.

[0036] Among them, the correspondence between the control level and the driving mode is shown in Table 1. Under the TACS control level, the driving modes include CM (Coded Mode, train automatic protection mode), AM (Auto Mode, train automatic driving mode), and SAM (Super Autonomous Mode, train autonomous operation mode); under the CBTC control level, the driving modes include train automatic protection mode CM and train automatic driving mode AM; under the point control level, the driving modes include train automatic protection mode CM and train automatic driving mode AM; under the interlocking control level, the driving modes include EUM (Emergency Unrestricted Train Operating Mode, unrestricted manual driving mode) and RM (Restricted Manual Mode, restricted manual driving mode).

[0037] Table 1

[0038]

[0039] S102. If the conditions are met, the train is controlled to enter the TACS control level, and a TACS control notification is sent to the ground equipment in the line section where the train is located. The TACS control notification is used for the ground equipment to communicate with the train according to the protocol of the TACS control level.

[0040] Specifically, see Figure 3 If the conditions for entering the TACS control level are met, the train can be controlled to upgrade the current control level to the TACS control level and send a TACS control notification to the ground equipment of the line section where the train is located. Otherwise, the train cannot enter the TACS control level and continues to operate at the current control level. In addition, after the control level of the on-board controller VOBC is changed to the TACS control level, it needs to report to the ground equipment (i.e., the zone controller ZC, the interlocking system CI, and the automatic train monitoring system ATS) that its own operation control level is the TACS control level. At this time, the automatic monitoring system ATS determines that the operation level of the on-board controller VOBC is the TACS control level, and communicates with the on-board controller VOBC and outputs instructions and responds according to the protocol of the TACS control level; if the automatic monitoring system ATS determines that the operation level of the on-board controller VOBC is not the TACS control level, it still communicates with the on-board controller VOBC according to the protocol of the CBTC control level.

[0041] It should be noted that before the on-board controller VOBC enters the TACS control level, and when the control level of the on-board controller VOBC is at a lower level, the protocol information communicated between the automatic train monitoring system ATS and the on-board controller VOBC should not contain content related to the TACS control level, such as the dispatch plan, vehicle rescue instructions and responses, virtual coupling instructions and responses, etc. sent by the automatic train monitoring system ATS to the on-board controller VOBC.

[0042] Furthermore, the ground equipment includes a regional controller, and the ground equipment communicates with the train according to the TACS control level protocol. The train operation control method may include: receiving train location information within the jurisdiction sent by the regional controller; sending a line trackside resource application to the regional controller, and receiving a resource list and resource control authority established by the regional controller, wherein the resource list and resource control authority are established by the regional controller when registering driving resources for the line trackside resource application.

[0043] In an embodiment of the present invention, the zone controller ZC determines that the operating level of the onboard controller VOBC is the TACS control level, then the zone controller ZC communicates with the train at the TACS control level according to the communication protocol between the target controller OC and the onboard controller VOBC, that is, all train position information within the jurisdiction of the target controller OC is sent to the onboard controller VOBC, and the line trackside resources within the jurisdiction of the target controller OC are sent to the onboard controller VOBC, and the control instructions of the onboard controller VOBC for the line trackside resources are accepted to realize the utilization and control of the line trackside resources.

[0044] Specifically, see Figure 2 , the train position information within the jurisdiction of the regional controller ZC is sent to the train at the TACS control level, and the train at the TACS control level implements subsequent functional processing according to the train position information sent by the regional controller ZC; when the TACS control level train needs to use the line trackside resources, it sends the line trackside resource application to the regional controller ZC, and the regional controller ZC registers the driving resources for the line trackside resource application and establishes a resource list to manage the resource control authority, and then issues the driving resource list and resource control authority to the applying vehicle; the regional controller ZC can integrate the resource control authority of the TACS control level on-board controller VOBC and the trackside control instruction conflict check of the CBTC control level interlocking system CI, that is, the trackside control instruction of the interlocking system CI has the highest priority, and the resource control authority of the on-board controller VOBC is the lowest. Finally, the resource application instruction of the on-board controller VOBC is forwarded to the interlocking system CI, so as to realize non-conflicting control and utilization of the line trackside resources.

[0045] It should be noted that before sending a trackside resource request to the zone controller (ZC), the train operation control method may also include determining that the train's operating mode is Train Autonomous Operation Mode (SAM). In other words, only trains in SAM mode can control the request for trackside resources. If the VOBC determines that the current operating mode is not SAM, it cannot generate control instructions for trackside resources.

[0046] Therefore, see Figure 3 The zone controller ZC can simultaneously implement the CBTC control level ground train automatic protection ATP function and the TACS control level target controller OC management function to adapt to the scenario where different trains on the line operate at a mixed CBTC control level or TACS control level. The switching of these two functions is controlled by the operating control level of the onboard controller VOBC. When the onboard controller VOBC operating level is the TACS control level, the zone controller ZC implements the OC function, which is in the open state. When the onboard controller VOBC operating level is not the TACS control level, the zone controller ZC implements the OC function, which is in the closed state. Among them, the original CBTC function of the zone controller ZC is normally implemented at any control level of the onboard controller VOBC. The onboard controller VOBC can operate without following the safety protection of the zone controller ZC at the TACS control level.

[0047] In an embodiment of the present invention, after controlling the train to enter the TACS control level, the train operation control method may further include: if the control level of the train before entering the TACS control level is the CBTC control level or the point control level, controlling the train to maintain the current driving mode; if the control level of the train before entering the TACS control level is the interlocking control level, controlling the driving mode of the train to be adjusted to the train automatic protection mode or the train automatic driving mode.

[0048] S103. Control the train according to the TACS control level.

[0049] As an example, controlling a train according to the TACS control level may include: controlling the train to establish a communication connection with an adjacent train; obtaining the speed curve and train control instructions of the adjacent train through the communication connection, and adjusting the train's driving mode to a train autonomous operation mode.

[0050] Specifically, see Figure 3 Under the TACS control level, the onboard controller VOBC can fully operate in accordance with the safety protection of the TACS control level, and realize adjacent train identification, vehicle communication, autonomous MA calculation, path selection and planning, conflict detection and processing, etc. Figure 2After the onboard controller (VOBC) successfully communicates with an adjacent train (such as the preceding train), it directly obtains the adjacent train's position information, Automatic Train Protection (ATP) and Automatic Train Operation (ATO) speed curves, train control instructions, etc. through train-to-train communication. After successfully communicating with the adjacent train, the onboard controller (VOBC) also needs to change the train driving mode to SAM and notify the ground equipment of the change in train driving mode.

[0051] As another example, controlling a train according to the TACS control level may further include: autonomously calculating a movement authorization when the train's driving mode is the autonomous train operation mode; calculating the train's safety protection curve based on the autonomously calculated movement authorization, the speed curve of an adjacent train, and a train control command; and controlling the train to perform safety protection driving based on the safety protection curve. Calculating the train's safety protection curve based on the autonomously calculated movement authorization, the speed curve of an adjacent train, and a train control command, where the adjacent train is the preceding train, may include: calculating the train's safety protection curve based on the autonomously calculated movement authorization, the speed curve of the preceding train, and the train control command, based on the train being relatively stationary with the preceding train.

[0052] Specifically, see Figure 2 If the onboard controller (VOBC) determines the current driving mode is the autonomous train operation mode (SAM), it will autonomously calculate the movement authorization (MA). To achieve higher operational efficiency, given the control instructions and speed profile of the preceding vehicle, it can calculate the vehicle's safety protection curve based on a relative speed of zero. This ensures safety while reducing the tracking interval. Furthermore, if the onboard controller (VOBC) determines the current driving mode is not SAM, it will continue to use the MA calculated by the zone controller (ZC) for safety protection driving.

[0053] In an embodiment of the present invention, the train operation control method may further include: upon receiving an instruction to exit the TACS control level, controlling the train to exit the TACS control level and enter the CBTC control level, and adjusting the train driving mode from the train autonomous operation mode to the train automatic driving mode.

[0054] Specifically, see Figure 3 , a train running under the TACS control level can issue a TACS control level exit command to the onboard controller VOBC through the automatic train monitoring system ATS. The onboard controller VOBC can also automatically exit the TACS control level and switch to the CBTC control level. Among them, the onboard controller VOBC needs to implement the following steps to automatically exit the TACS control level and switch to the CBTC control level:

[0055] S1. The onboard controller VOBC determines that the communication with the zone controller ZC and the automatic train monitoring system ATS is normal;

[0056] S2: Reduce the driving mode from autonomous train operation (SAM) to automatic train operation (AM), start using the zone controller (ZC)'s MA for safety protection driving, and relinquish control of trackside resources.

[0057] S3: After the onboard controller (VOBC) determines that it has no control over the trackside resources, it lowers the operation control level to the CBTC control level and notifies the ground equipment that the control level has been lowered back to the CBTC control level.

[0058] It should be noted that when the on-board controller VOBC loses communication with the vehicle in front, it is necessary to follow the above steps to switch back to the CBTC control level autonomously.

[0059] In summary, this train operation control method achieves mixed operation of the TACS and CBTC control levels by having conditionally upgraded trains operate at the TACS control level while trains that have not been upgraded continue to operate at the CBTC control level. Both trains operate according to their respective MA sources for safety protection and do not interfere with each other. In addition, the original functions of CBTC are retained while the new functions of TACS are added.

[0060] The present invention also provides an on-board controller, comprising a memory, a processor and a computer program stored in the memory. When the computer program is executed by the processor, the above-mentioned train operation control method is implemented.

[0061] The on-board controller of an embodiment of the present invention, when the computer program corresponding to the above-mentioned train operation control method stored in its memory is executed by the processor, can realize the co-line operation of multiple TACS control level trains and CBTC control level trains, or realize the switching operation of CBTC control level and TACS control level of a single train.

[0062] The present invention also provides a train, comprising the above-mentioned on-board controller.

[0063] The train of the embodiment of the present invention can realize the co-line operation of multiple TACS control level trains and CBTC control level trains, or realize the switching operation of CBTC control level and TACS control level of a single train through the above-mentioned on-board controller.

[0064] It should be noted that the logic and / or steps represented in the flowcharts or otherwise described herein can be considered as a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, apparatus, or device (such as a computer-based system, a system including a processor, or other system that can fetch and execute instructions from an instruction execution system, apparatus, or device), or in conjunction with such an instruction execution system, apparatus, or device. For the purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transmit a program for use by an instruction execution system, apparatus, or device, or in conjunction with such an instruction execution system, apparatus, or device. More specific examples (non-exhaustive list) of computer-readable media include the following: an electrical connection portion having one or more wires (electronic device), a portable computer disk cartridge (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and programmable read-only memory (EPROM or flash memory), fiber optic devices, and portable compact disc read-only memory (CDROM). Furthermore, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing it in another suitable manner if necessary, and then storing it in a computer memory.

[0065] It should be understood that various parts of the present invention can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. If implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0066] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0067] In the description of this specification, the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and should not be understood as a limitation on the present invention.

[0068] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0069] In the description of this specification, unless otherwise specified, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. For those skilled in the art, the specific meanings of the above terms in this invention can be understood according to specific circumstances.

[0070] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0071] Although the embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and are not to be construed as limitations on the present invention. A person skilled in the art may change, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. A train operation control method, characterized in that: The method comprises: Receiving an instruction allowing entry into the TACS control level, and determining whether the train meets the conditions for entering the TACS control level, including: obtaining the current control level of the train; if the current control level of the train is the CBTC control level, determining that the train meets the conditions for entering the TACS control level; if the current control level of the train is the point control level or the interlocking control level, and the train communicates normally with ground equipment in the line section where the train is located, determining that the train meets the conditions for entering the TACS control level; If the conditions are met, the train is controlled to enter the TACS control level, and a TACS control notification is sent to the ground equipment of the line section where the train is located, where the TACS control notification is used for the ground equipment to communicate with the train according to the protocol of the TACS control level; The train is controlled according to the TACS control level, including: controlling the train to establish a communication connection with an adjacent train; obtaining a speed curve and a train control instruction of the adjacent train through the communication connection, and adjusting the driving mode of the train to a train autonomous operation mode.

2. The train operation control method according to claim 1, wherein: Under the TACS control level, the driving modes include automatic train protection mode, automatic train driving mode, and autonomous train operation mode; Under the CBTC control level, the driving modes include the automatic train protection mode and the automatic train driving mode; At the point control level, the driving modes include the automatic train protection mode and the automatic train driving mode; Under the interlocking control level, the driving modes include an unrestricted manual driving mode and a restricted manual driving mode.

3. The train operation control method according to claim 2, wherein: After controlling the train to enter the TACS control level, the method further includes: If the control level of the train before entering the TACS control level is the CBTC control level or the point control level, controlling the train to maintain the current driving mode; If the control level of the train before entering the TACS control level is the interlocking control level, the driving mode of the train is adjusted to the train automatic protection mode or the train automatic driving mode.

4. The train operation control method according to claim 1, wherein: The ground equipment includes a zone controller, and the zone controller communicates with the train according to a TACS control level protocol. The method includes: receiving train location information within the jurisdiction sent by the regional controller; Send a trackside resource application to the regional controller and receive a resource list and resource control authority established by the regional controller, wherein the resource list and resource control authority are established by the regional controller when registering driving resources for the trackside resource application.

5. The train operation control method according to claim 4, characterized in that: Before sending the trackside resource request to the regional controller, the method further includes: Determine that the driving mode of the train is a train autonomous operation mode.

6. The train operation control method according to claim 1, wherein: The controlling of the train according to the TACS control level further includes: autonomously calculating movement authorization when the driving mode of the train is the autonomous operation mode of the train; Calculating a safety protection curve for the train based on the autonomously calculated movement authorization, the speed curve of the adjacent train, and the train control instruction; The train is controlled to perform safety protection driving according to the safety protection curve.

7. The train operation control method according to claim 6, wherein: The step of calculating the safety protection curve of the train based on the autonomously calculated movement authorization, the speed curve of the adjacent train, and the train control instruction, wherein the adjacent train is the leading train, includes: Based on the relative static state with the preceding vehicle, the safety protection curve of the train is calculated according to the autonomously calculated movement authorization, the speed curve of the preceding vehicle and the vehicle control instruction.

8. The train operation control method according to any one of claims 1 to 7, characterized in that: The method further comprises: When receiving an instruction to exit the TACS control level, the train is controlled to exit the TACS control level and enter the CBTC control level, and the driving mode of the train is adjusted from the train autonomous operation mode to the train automatic driving mode.

9. A vehicle-mounted controller comprising a memory, a processor, and a computer program stored in the memory, characterized in that: When the computer program is executed by a processor, the train operation control method according to any one of claims 1 to 8 is implemented.

10. A train, characterized in that: Comprising the vehicle-mounted controller as claimed in claim 9.

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