A direct rail-free axle occupation scheme based on car-car communication
By using a vehicle-to-vehicle communication-based axle occupancy counting scheme without straight rails, and utilizing an object controller and intelligent train monitoring system, the problem of train tracking on non-fully-collected tracks was solved. This enabled continuous monitoring of train positions and identification of fault occupancy, ensuring system safety and reducing equipment costs.
Patent Information
- Application Number
- CN202310086489.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2023-01-29
- Publication Date
- 2026-02-24
- Estimated Expiration
- 2043-01-29
AI Technical Summary
The inability to effectively monitor train occupancy status on non-full-data acquisition lines leads to train tracking problems.
A trackless axle occupancy scheme based on vehicle-to-vehicle communication is adopted. Through the object controller and the intelligent train monitoring system, combined with the on-board controller, the occupancy of sections, occupancy of faulty vehicles and their release are realized. The train position monitoring and fault occupancy identification are carried out by using topology relationship and train communication information.
When train communication is interrupted, the fault occupancy range can be extended based on the train's last position and route resource information, ensuring train tracking and safety, reducing reliance on trackside equipment, and lowering construction and maintenance costs.
Smart Images
Figure CN116331297B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of rail train signal control technology, and in particular to a straight-rail axle occupancy counting scheme based on vehicle-to-vehicle communication. Background Technology
[0002] Traditional train control systems employ a full data acquisition principle for trackside equipment placement, meaning occupancy data acquisition equipment is installed in all sections of the line. However, with the development of rail transit towards greater safety, flexibility, efficiency, and economy, and the emergence of train control systems based on vehicle-to-vehicle communication, reducing trackside hardware is imperative to decrease construction, operation, and maintenance costs and simplify upgrades. Due to this reduction in trackside equipment, physical data acquisition equipment is only deployed in switch areas, leaving numerous unacquired sections on the line. This makes it impossible to collect train occupancy status data, inevitably leading to train tracking problems in these unacquired sections. To address this train tracking issue on non-full-acquisition lines, this technical solution proposes an axle-less occupancy counting scheme based on vehicle-to-vehicle communication. Summary of the Invention
[0003] The purpose of this invention is to propose a non-straight-rail axle occupancy scheme based on vehicle-to-vehicle communication to solve the train tracking problem on non-fully-collected tracks.
[0004] The technical solution adopted in this invention is as follows:
[0005] This invention is a linear axle occupancy scheme based on vehicle-to-vehicle communication, including section occupancy, faulty vehicle occupancy, and faulty vehicle occupancy release. Control and management are achieved through the vehicle's existing object controller, train intelligent monitoring system, and onboard controller. Specifically:
[0006] Section occupancy includes data acquisition occupancy and logical occupancy. Data acquisition occupancy refers to the actual occupancy status collected by the turnout section data acquisition equipment, while logical occupancy refers to setting all occupied axle counting sections within the safe position range of the communication vehicle to be occupied.
[0007] The occupancy of a disabled vehicle includes the initial position of the path occupied by the disabled vehicle, the extension of the occupancy, and the turnaround of the occupancy.
[0008] The initial position of the path occupied by the faulty car is set by the object controller. After the communication between the train and the object controller is interrupted, the object controller sets all the corresponding axle counting sections as faulty occupancy according to the safe position of the train before the communication interruption. Or, the train intelligent monitoring system manually sets the path occupied by the faulty car. The faulty occupancy has the ID of the corresponding train. The axle counting section associated with the train ID is set as faulty occupancy, and the direction of the path occupied by the faulty car is set.
[0009] If a disabled vehicle continues to occupy resources, the path occupied by the disabled vehicle can be extended.
[0010] When a disabled vehicle occupies the turnaround route, and the occupancy extends to the last section of the turnaround route, and a turnaround exit route has been arranged for the disabled vehicle, the turnaround exit route signal is opened, and the object controller performs a turnaround operation for the disabled vehicle.
[0011] The removal of a faulty car from occupancy can be achieved through the train intelligent monitoring system, either by removing the faulty section from the occupancy or by restoring communication with the faulty car, in which case all axle counting sections occupied by the faulty car will be removed, and all axle counting sections within the safe position range of the car will be set as logically occupied.
[0012] Furthermore, the object controller can connect all sections between two non-adjacent fault-occupied sections of the same faulty vehicle through topological relationships.
[0013] Furthermore, when the occupancy of the faulty car is set through the train intelligent monitoring system, the object controller reports that the setting cannot be made in the following situations:
[0014] The object controller can connect manually set faulty vehicle occupancy sections according to the topology relationship. When the topology relationship cannot be satisfied, the object controller cannot set it.
[0015] The setting direction of the faulty vehicle is inconsistent with the locking direction of this section, and the object controller cannot be set.
[0016] The object controller cannot be set because the direction of the faulty train is inconsistent with the already set direction.
[0017] The axle counting section is occupied by other trains, and the object controller cannot be set.
[0018] The turnout has four openings, and the object controller cannot be configured.
[0019] If the object controller cannot be configured, it will report the reason to the train intelligent monitoring system.
[0020] Furthermore, if there is a turnout section within the extended path occupied by the faulty vehicle, the data acquisition device of the turnout section will also set it to be occupied by the faulty vehicle after it is detected as idle. After the faulty vehicle restores communication, the occupancy status of the turnout section will change to idle or the status of the turnout section can be changed by manual release.
[0021] Furthermore, the reversal operation includes reversing the order of the axle counting section occupied by the faulty vehicle and modifying the running direction of the faulty vehicle.
[0022] Furthermore, when the occupancy of the faulty car is released through the train intelligent monitoring system, a second manual confirmation is required.
[0023] Furthermore, when the section occupied by the faulty car is manually released by the train intelligent monitoring system, the section is released one by one according to the direction of the faulty car's operation. The train intelligent monitoring system can release the section occupied by the faulty car one by one from the rear of the car. When the train intelligent monitoring system manually releases the section occupied by the faulty car until it has completely entered the route, the corresponding starting signal is closed.
[0024] Furthermore, for sections that the data acquisition equipment can acquire, if the section is the first section occupied by a faulty car along the direction of the faulty car's travel, and the acquisition of that section is idle, the object controller will automatically release the faulty car from the section. If the acquisition of that section is occupied, the faulty car can be released from the occupancy by manually unlocking it through the train intelligent monitoring system, but the acquisition occupancy cannot be released.
[0025] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:
[0026] This invention is a linear track axle occupancy scheme based on train-to-train communication. When train communication is normal, the system can continuously monitor the train's position based on the location information sent by the train and set axle occupancy sections according to the train's safe position. When train communication is interrupted and there is a non-full trackside acquisition line, the system cannot continuously monitor the train's position. Instead, it can only set fault occupancy based on the train's last position before communication was interrupted, and extend the fault occupancy based on route resource information to identify the possible range of the faulty train. Then, through communication between the driver and the dispatcher, the location of the faulty train is confirmed, and the fault occupancy of the cleared sections of the faulty train is released in sequence, thus realizing the tracking of trains with communication interruption. Attached Figure Description
[0027] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort, wherein:
[0028] Figure 1 This is a schematic diagram showing the path extension occupied by a single disabled vehicle;
[0029] Figure 2 This is a diagram showing the axle counting section occupied by a train when a disabled car chases a communication car;
[0030] Figure 3 This is a diagram showing the axle counting section occupied by the train when the communication vehicle chases the faulty vehicle;
[0031] Figure 4 This is a diagram showing the axle-counting section occupied by a train when a disabled train is chasing another disabled train;
[0032] Figure 5This is a diagram showing the section occupied by the axle counting vehicle when it turns back due to a malfunction. Detailed Implementation
[0033] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only for explaining the invention and are not intended to limit the invention; that is, the described embodiments are merely some embodiments of the invention, and not all embodiments. The components of the embodiments of the invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.
[0034] It should be noted that the terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.
[0035] The features and performance of the present invention will be further described in detail below with reference to embodiments.
[0036] Example 1
[0037] This invention is a linear track axle occupancy scheme based on vehicle-to-vehicle communication, including section occupancy, faulty vehicle occupancy, and faulty vehicle occupancy release. Control and management are achieved through the vehicle's existing Object Controller (OC), Train Intelligent Monitoring System (IST), and Onboard Controller (IVOC). Specifically:
[0038] Section occupancy includes data acquisition occupancy and logical occupancy. Data acquisition occupancy refers to the actual occupancy status collected by the turnout section data acquisition equipment, while logical occupancy refers to setting all occupied axle counting sections within the safe position range of the communication vehicle to be occupied.
[0039] Specifically, based on the communication vehicle's location reported by the onboard controller (IVOC), the safe position of the communication vehicle is calculated, and all occupied axle counting sections within the safe position range of the communication vehicle are marked as occupied.
[0040] If either the above-mentioned data collection occupancy or logical occupancy satisfies any one of them, then the segment is considered to be occupied.
[0041] The occupancy of a disabled vehicle includes the initial position of the path occupied by the disabled vehicle, the extension of the occupancy, and the turnaround of the occupancy.
[0042] The initial position of the path occupied by the faulty car is set by the object controller. After the communication between the train and the object controller is interrupted, the object controller sets all the corresponding axle counting sections as faulty occupancy according to the safe position of the train before the communication interruption. Or, the train intelligent monitoring system manually sets the path occupied by the faulty car. The faulty occupancy has the ID of the corresponding train. The axle counting section associated with the train ID is set as faulty occupancy, and the direction of the path occupied by the faulty car is set.
[0043] Preferably, the object controller can connect all sections between two non-adjacent fault-occupied sections of the same faulty vehicle through topological relationships.
[0044] Preferably, when the occupancy of the faulty car is set through the train intelligent monitoring system, the object controller reports that the setting cannot be made in the following situations:
[0045] The object controller can connect manually set faulty vehicle occupancy sections according to the topology relationship. When the topology relationship cannot be satisfied, the object controller cannot set it.
[0046] The setting direction of the faulty vehicle is inconsistent with the locking direction of this section, and the object controller cannot be set.
[0047] The object controller cannot be set because the direction of the faulty train is inconsistent with the already set direction.
[0048] The axle counting section is occupied by other trains, and the object controller cannot be set.
[0049] The turnout has four openings, and the object controller cannot be configured.
[0050] If the object controller cannot be configured, it will report the reason to the train intelligent monitoring system.
[0051] After the object controller restarts, all sections will have faulty trains occupying train ID 255. A manual reset command is required to reset all trains with ID 255 within the control area. Resetting a faulty train within the control area requires secondary confirmation.
[0052] The path for a disabled vehicle to occupy resources can be extended if resources remain locked for that vehicle, including resources exclusive to that vehicle or shared resources. Figure 1 As shown;
[0053] Preferably, if there is a turnout section within the extended path occupied by the faulty vehicle, the data acquisition device of the turnout section will also set it as occupied by the faulty vehicle after it is detected as idle. After the faulty vehicle restores communication, the occupancy status of the turnout section will change to idle or the status of the turnout section can be changed by manual release.
[0054] The details regarding the route extension caused by the disabled vehicle are as follows:
[0055] 1. A disabled vehicle (UT) chases a communications vehicle (CT).
[0056] AC1, AC2, AC3, and AC4 locking resources are shared by both vehicles. Communication vehicle 2 follows communication vehicle 1 as it moves... Figure 2 As shown in ①, if the train communication fails, such as Figure 2 As shown in ②, the axle counting section corresponding to the faulty vehicle 2 (UT) is occupied by the faulty vehicle 2 (UT), and does not exceed the axle counting section of the preceding communication vehicle 1 (CT). AC1 and AC2 are occupied by the faulty vehicle 2. Figure 2 As shown in ③, the axle counting sections AC1, AC2, and AC3 are occupied by the faulty vehicle 2 (UT).
[0057] 2. The communication vehicle (CT) chases the faulty vehicle (UT), and the communication vehicle chases the faulty vehicle according to the interval axle.
[0058] like Figure 3 As shown, the locking resources AC1, AC2, AC3, and AC4 are shared by two vehicles. If two vehicles are adjacent to each other or on the same axle, and vehicle 1 experiences a communication failure (i.e., 1 (UT), then the front end of the following vehicle 2 (CT) is suspected. The preceding vehicle 1 (UT) will then transfer all locking resources of that vehicle to the faulty vehicle 1 (UT). Figure 3 As shown in ② and ③.
[0059] like Figure 3 As shown in ④, if vehicle 1 restores communication, the fault-occupied section corresponding to vehicle 1 will be automatically unlocked.
[0060] 3. Chase another disabled vehicle.
[0061] like Figure 4 AC1, AC2, AC3, and AC4 locking resources are shared by both vehicles. If... Figure 4 ① If both CT and CT vehicles malfunction simultaneously, it becomes... Figure 4 ② If vehicle 2 (UT) chases vehicle 1 (UT), then vehicle 1 (UT) will set all locking resources {AC2, AC3, AC4} in front of its vehicle to be occupied by vehicle 1 (UT). Vehicle 2 (UT) will record all locking resources {AC1, AC2, AC3, AC4} of its vehicle and wait for the section ahead to become clear. Figure 4 As shown in ②. If communication is restored for vehicle 1 at this time, then the faulty segment corresponding to vehicle 1 will be unlocked, as shown in ②. Figure 4 As shown in ③.
[0062] When a disabled vehicle occupies the turnaround route, and the occupancy extends to the last section of the turnaround route, and a turnaround exit route has been arranged for the disabled vehicle, the turnaround exit route signal is opened, and the object controller performs a turnaround operation for the disabled vehicle.
[0063] Preferably, the turnaround operation includes reversing the order of the axle counting section occupied by the disabled vehicle and modifying the running direction of the disabled vehicle. The turnaround section occupied by the disabled vehicle is as follows: Figure 5 As shown.
[0064] Unlike cars, railway trains cannot turn, so either the front or rear of the train can act as the locomotive. Upon reaching the destination, the driver moves from the front to the rear, using the rear as the locomotive again to continue the journey. This process is called a turnaround. The turnaround exit route is the route taken after the train has completed its turnaround and exited the turnaround track.
[0065] The removal of a faulty car from occupancy can be achieved through the train intelligent monitoring system, either by removing the faulty section from the occupancy or by restoring communication with the faulty car, in which case all axle counting sections occupied by the faulty car will be removed, and all axle counting sections within the safe position range of the car will be set as logically occupied.
[0066] Preferably, when the removal of the faulty car from the train is done through the train intelligent monitoring system, a second manual confirmation is required.
[0067] Preferably, when the section occupied by the faulty car is manually released by the train intelligent monitoring system, the section is released one by one according to the direction of travel of the faulty car. The train intelligent monitoring system can release the section occupied by the faulty car one by one from the rear of the car. When the train intelligent monitoring system manually releases the section occupied by the faulty car until it has completely entered the route, the corresponding starting signal is closed.
[0068] Preferably, for a section that the data acquisition device can acquire, if the section is the first section occupied by a faulty car along the direction of travel of the faulty car, and the acquisition of the section is idle, the object controller will automatically release the faulty car from the section. If the acquisition of the section is occupied, the faulty car can be released from the section by manual unlocking through the train intelligent monitoring system, but the acquisition occupancy cannot be released.
[0069] When train communication is normal, the system can continuously monitor the train's position based on the location information sent by the train and set the axle section occupancy according to the train's safe position. When train communication is interrupted and the trackside is not fully data acquisition line, the system cannot continuously monitor the train's position. It can only set fault occupancy based on the train's last position before communication was interrupted, and extend the fault car occupancy based on route resource information to identify the possible range of the fault car. Then, through communication between the driver and the dispatcher, the position of the fault car is confirmed, and the fault occupancy of the cleared sections of the fault car is released in sequence, so as to realize the tracking of trains with interrupted communication, ensure the safety of the system, and solve the train tracking problem on non-fully data acquisition lines.
[0070] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be conceived by those skilled in the art within the technical scope disclosed in the present invention without creative effort should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope defined in the claims.
Claims
1. A linear track-less axle occupancy counting scheme based on vehicle-to-vehicle communication, characterized in that, This includes section occupancy, faulty car occupancy, and the release of faulty car occupancy, all managed through the vehicle's existing object controller, train intelligent monitoring system, and onboard controller. Specifically: Section occupancy includes data acquisition occupancy and logical occupancy. Data acquisition occupancy refers to the actual occupancy status collected by the turnout section data acquisition equipment, while logical occupancy refers to setting all occupied axle counting sections within the safe position range of the communication vehicle to be occupied. The occupancy of a disabled vehicle includes the initial position of the path occupied by the disabled vehicle, the extension of the occupancy, and the turnaround of the occupancy. The initial position of the path occupied by the faulty car is set by the object controller. After the communication between the train and the object controller is interrupted, the object controller sets all the corresponding axle counting sections as faulty occupancy according to the safe position of the train before the communication interruption. Or, the train intelligent monitoring system manually sets the path occupied by the faulty car. The faulty occupancy has the ID of the corresponding train. The axle counting section associated with the train ID is set as faulty occupancy, and the direction of the path occupied by the faulty car is set. If a disabled vehicle continues to occupy resources, the path occupied by the disabled vehicle can be extended. When a disabled vehicle occupies the turnaround route, and the occupancy extends to the last section of the turnaround route, and a turnaround exit route has been arranged for the disabled vehicle, the turnaround exit route signal is opened, and the object controller performs a turnaround operation for the disabled vehicle. The removal of a faulty car from occupancy can be achieved through the train intelligent monitoring system, either by removing the faulty section from the occupancy or by restoring communication with the faulty car, in which case all axle counting sections occupied by the faulty car will be removed, and all axle counting sections within the safe position range of the car will be set as logically occupied.
2. The axle occupancy counting scheme without straight rails based on vehicle-to-vehicle communication according to claim 1, characterized in that, The object controller can connect all the sections between two non-adjacent faulty sections of the same faulty vehicle through topological relationships.
3. The axle occupancy counting scheme without straight rails based on vehicle-to-vehicle communication according to claim 2, characterized in that, When the occupancy of the faulty car is set through the train intelligent monitoring system, the object controller reports that the setting cannot be performed in the following situations: The object controller can connect manually set faulty vehicle occupancy sections according to the topology relationship. When the topology relationship cannot be satisfied, the object controller cannot set it. The setting direction of the faulty vehicle is inconsistent with the locking direction of this section, and the object controller cannot be set. The object controller cannot be set because the direction of the faulty train is inconsistent with the already set direction. The axle counting section is occupied by other trains, and the object controller cannot be set. The turnout has four openings, and the object controller cannot be configured. If the object controller cannot be configured, it will report the reason to the train intelligent monitoring system.
4. The axle occupancy counting scheme without straight rails based on vehicle-to-vehicle communication according to claim 1, characterized in that, If there is a turnout section within the extended path occupied by the faulty vehicle, the data acquisition equipment of the turnout section will also set it to be occupied by the faulty vehicle after it is detected as idle. After the faulty vehicle restores communication, the occupancy status of the turnout section will change to idle or the status of the turnout section can be changed by manual release.
5. The axle occupancy counting scheme without straight rails based on vehicle-to-vehicle communication according to claim 1, characterized in that, The reversal operation includes reversing the order of the axle counting section occupied by the faulty vehicle and modifying the running direction of the faulty vehicle.
6. The axle occupancy counting scheme without straight rails based on vehicle-to-vehicle communication according to claim 1, characterized in that, When the occupancy of the faulty car is released through the train intelligent monitoring system, a second manual confirmation is required.
7. A linear track-less axle occupancy counting scheme based on vehicle-to-vehicle communication according to claim 6, characterized in that, When the section occupied by the faulty car is manually released by the train intelligent monitoring system, the section is released one by one according to the direction of the faulty car's travel. The train intelligent monitoring system can release the section occupied by the faulty car one by one from the rear of the car. When the train intelligent monitoring system manually releases the section occupied by the faulty car until it has completely entered the route, the corresponding starting signal is closed.
8. A linear track-less axle occupancy counting scheme based on vehicle-to-vehicle communication according to claim 1, characterized in that, If the data acquisition device can acquire a section, and that section is the first section occupied by a faulty car along the direction of the faulty car's travel, and the data acquisition for that section is idle, then the object controller will automatically release the faulty car from the section. If the data acquisition for that section is occupied, the faulty car can be released from the occupancy by manually unlocking it through the train intelligent monitoring system, but the data acquisition occupancy cannot be released.
Citation Information
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