Train tracking method and system in moving block mode

Abstract

The application provides a train tracking method and system in a mobile block mode, the method comprising: determining a safety envelope of a first train and a list of logical sections occupied by the safety envelope according to position report information and position auxiliary information of the first train; performing screening calculation on a target train in a jurisdictional range of a ground area control device according to an axle counting occupation state and the safety envelope to obtain a screening state of the first train; calculating an occupation state of a logical section in the jurisdictional range according to the axle counting occupation state, the screening state and the list of logical sections; updating the screening state in the jurisdictional range and the occupation state of the logical section; sending a movement authority or a first control command to the target train and a second control command to a controlled train; and extending or retracting a terminal point of the movement authority of the target train according to the updated occupation state of the logical section.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a train tracking method and system under moving block mode. Background Technology

[0002] With the development of urban rail transit signaling systems, the Communication-Based Train Control (CBTC) signaling control system, based on moving block signaling, has been maturely applied to numerous subway lines both domestically and internationally. Moving block train tracking has become an indispensable technical solution in subway operations, playing a crucial role in increasing departure frequency, shortening train tracking intervals, and improving operational efficiency. Building upon this foundation, and considering passenger flow characteristics across different sections and time periods during operation, flexible train formation technology has emerged to ensure high train service frequency and reduce energy consumption. By flexibly changing the train formation length in specific coupling and decoupling areas, optimal coordination between passenger demand and rail transit capacity can be achieved, while also reducing traction power consumption under fixed formation modes when trains are at low load rates.

[0003] Existing technologies can only achieve moving block tracking for fixed-formation trains, and cannot achieve moving block tracking for mixed operation of flexible-formation trains and ordinary trains. Summary of the Invention

[0004] The train tracking method and system under moving block mode provided by the present invention are used to solve the problem that the existing technology can only realize moving block tracking of fixed-formation trains, and cannot realize moving block tracking of flexible-formation trains and ordinary trains operating in a mixed manner.

[0005] This invention provides a train tracking method under moving block mode, comprising:

[0006] Based on the location report information and location auxiliary information of the first train, the safety envelope of the first train and the list of logical segments occupied by the safety envelope are determined. The first train includes a master train, a controlled train, and ordinary trains. The master train and the controlled train are both flexible formation trains. The ordinary train is a train that is not coupled to the master train or the controlled train. The location auxiliary information includes coupling request information, coupling status information, and coupling train formation.

[0007] Based on the axle occupancy status and the safety envelope, the target trains within the jurisdiction of the ground area control equipment are screened and calculated to obtain the screening status of the first train. The target trains include the main control train and the ordinary trains. The screening status of the controlled train is determined based on the screening status of the main control train.

[0008] Based on the axle occupancy status, the filtering status, and the logical segment list, calculate the occupancy status of the logical segments within the jurisdiction;

[0009] UT conduction and segment adhesion calculations are performed on the first logical segment, and the filtering status within the jurisdiction is updated. The first logical segment includes the logical segment within the safety envelope of the degraded master control train, the logical segment within the target jurisdiction of the external device whose communication with the ground area control equipment is interrupted, and the logical segment corresponding to the target boundary. The target boundary includes the line entrance where the first train runs and the handover boundary of the target ground area control equipment adjacent to the ground area control equipment.

[0010] Update the occupancy status of the logical segments within the jurisdiction;

[0011] Send a movement authorization or a first control command to the target train, send a second control command to the controlled train, and control the extension or retraction of the endpoint of the movement authorization of the target train according to the updated occupancy status of the logical segments within the jurisdiction. The starting point of the movement authorization is determined based on the safety envelope of the target train. The first control command is used to control the emergency braking of the target train, and the second control command is used to maintain the communication status between the controlled train and the ground area control equipment.

[0012] The present invention also provides a train tracking system in moving block mode, comprising: a first acquisition module, a second acquisition module, a third acquisition module, a first update module, a second update module, and a train control module;

[0013] The first acquisition module is used to determine the safety envelope of the first train and the list of logical segments occupied by the safety envelope based on the location report information and location auxiliary information of the first train. The first train includes a master train, a controlled train, and ordinary trains. The master train and the controlled train are both flexible formation trains. The ordinary train is a train that is not coupled to the master train or the controlled train. The location auxiliary information includes coupling request information, coupling status information, and coupling train formation.

[0014] The second acquisition module is used to perform screening calculations on target trains within the jurisdiction of the ground area control equipment based on the axle occupancy status and the safety envelope to obtain the screening status of the first train. The target trains include the main control train and the ordinary trains. The screening status of the controlled train is determined based on the screening status of the main control train.

[0015] The third acquisition module is used to calculate the occupancy status of the logical segments within the jurisdiction based on the axle occupancy status, the filtering status, and the logical segment list.

[0016] The first update module is used to perform UT conduction and segment adhesion calculation on the first logical segment and update the screening status within the jurisdiction. The first logical segment includes the logical segment within the safety envelope of the degraded master control train, the logical segment within the jurisdiction of the external device whose communication with the ground area control equipment is interrupted, and the logical segment corresponding to the target boundary. The target boundary includes the line entrance where the first train runs and the handover boundary of the target ground area control equipment adjacent to the ground area control equipment.

[0017] The second update module is used to update the occupancy status of the logical segments within the jurisdiction.

[0018] The train control module is used to send a movement authorization or a first control command to the target train, send a second control command to the controlled train, and control the endpoint of the movement authorization of the target train to extend or retract according to the updated occupancy status of the logical segments within the jurisdiction. The starting point of the movement authorization is determined based on the safety envelope of the target train. The first control command is used to control the emergency braking of the target train, and the second control command is used to maintain the communication status between the controlled train and the ground area control equipment.

[0019] The present invention also provides an electronic device, including a processor and a memory storing a computer program, wherein the processor executes the program to implement a train tracking method under any of the moving block modes described above.

[0020] 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 tracking method in any of the moving block modes described above.

[0021] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements a train tracking method under any of the moving block modes described above.

[0022] The train tracking method and system under moving block mode provided by this invention involves ground area control equipment calculating the safety envelopes and logical segment lists of safety envelope occupancy for master trains, controlled trains, and ordinary trains based on train position auxiliary information and train position report information. It then filters and calculates all master trains, controlled trains, and ordinary trains within its jurisdiction, and sets the occupancy status of all logical segments within the jurisdiction based on axle occupancy status. The system performs UT (Under-Track) propagation and segment adhesion calculations on logical segments within the safety envelopes of downgraded trains, logical segments within the range corresponding to external devices with communication interruptions, and logical segments corresponding to target boundaries, and updates all master trains within the jurisdiction. The system updates the screening status of main control trains and ordinary trains, as well as the occupancy status of all logical sections within its jurisdiction; it sends movement authorizations or first control commands to main control trains and ordinary trains, and sends second control commands to controlled trains to maintain the communication status between controlled trains and ground area control equipment; it controls the movement authorization endpoints of main control trains and ordinary trains to extend or retract according to the updated occupancy status of logical sections, thereby realizing the mixed moving block tracking function of flexible train formations and ordinary trains, ensuring a high train service frequency and operational efficiency, achieving optimal coordination between passenger flow demand and rail transit capacity, and reducing traction power consumption when trains are at low full load rates in fixed formation mode. Attached Figure Description

[0023] 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.

[0024] Figure 1 This is one of the flowcharts illustrating the train tracking method under moving block mode provided by the present invention;

[0025] Figure 2 This is a schematic diagram of the screening calculation process provided by the present invention;

[0026] Figure 3 This is a schematic diagram of the occupancy status monitoring process of the logical segment provided by the present invention;

[0027] Figure 4 This is a schematic diagram of the calculation process for segment UT conduction and segment adhesion provided by the present invention;

[0028] Figure 5 This is the second flowchart of the train tracking method under moving block mode provided by the present invention;

[0029] Figure 6 This is a schematic diagram of the flexible formation and coupling train provided by the present invention;

[0030] Figure 7 This is a schematic diagram of the flexible train formation and deformation provided by the present invention;

[0031] Figure 8 This is a schematic diagram of the target train control state provided by the present invention;

[0032] Figure 9 This is a schematic diagram of the train safety envelope provided by the present invention;

[0033] Figure 10 This is a schematic diagram of the logical segments of the train safety envelope and occupancy provided by the present invention;

[0034] Figure 11 This is one of the schematic diagrams of ordinary train screening and logical section occupancy status provided by the present invention;

[0035] Figure 12 This is the second schematic diagram of the ordinary train screening and logical section occupancy status provided by the present invention;

[0036] Figure 13 This is one of the schematic diagrams of the screening and logical section occupancy status of coupled trains provided by the present invention;

[0037] Figure 14 This is the second schematic diagram of the screening and logical section occupancy status of coupled trains provided by the present invention;

[0038] Figure 15 This is one of the schematic diagrams of train decompilation screening and logical section occupancy status provided by the present invention;

[0039] Figure 16 This is the second schematic diagram of the train decompilation screening and logical section occupancy status provided by the present invention;

[0040] Figure 17 This is a schematic diagram of train screening status changes provided by the present invention;

[0041] Figure 18 This is a schematic diagram of UT conduction and segment adhesion provided by the present invention;

[0042] Figure 19 This is a schematic diagram of moving block tracking for flexible train formations provided by the present invention;

[0043] Figure 20 This is a schematic diagram of the train tracking system under moving block mode provided by the present invention;

[0044] Figure 21 This is a schematic diagram of the physical structure of the electronic device provided by the present invention. Detailed Implementation

[0045] 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.

[0046] Figure 1 This is one of the flowcharts illustrating the train tracking method under moving block mode provided by the present invention, such as... Figure 1 As shown, the method includes:

[0047] Step 110: Based on the position report information and position auxiliary information of the first train, determine the safety envelope of the first train and the list of logical segments occupied by the safety envelope. The first train includes a master train, a controlled train, and ordinary trains. The master train and the controlled train are both flexible formation trains. The ordinary train is a train that is not coupled to the master train or the controlled train. The position auxiliary information includes coupling request information, coupling status information, and coupling train formation.

[0048] Step 120: Based on the axle occupancy status and the safety envelope, the target trains within the jurisdiction of the ground area control equipment are screened and calculated to obtain the screening status of the first train. The target trains include the main control train and the ordinary trains. The screening status of the controlled train is determined based on the screening status of the main control train.

[0049] Step 130: Calculate the occupancy status of the logical segments within the jurisdiction based on the axle occupancy status, the filtering status, and the logical segment list;

[0050] Step 140: Perform UT conduction and segment adhesion calculation on the first logical segment, and update the screening status within the jurisdiction. The first logical segment includes the logical segment within the safety envelope of the degraded master control train, the logical segment within the target jurisdiction of the external equipment whose communication with the ground area control equipment is interrupted, and the logical segment corresponding to the target boundary. The target boundary includes the line entrance where the first train runs and the handover boundary of the target ground area control equipment adjacent to the ground area control equipment.

[0051] Step 150: Update the occupancy status of the logical segments within the jurisdiction;

[0052] Step 160: Send a movement authorization or a first control command to the target train, send a second control command to the controlled train, and control the extension or retraction of the endpoint of the movement authorization of the target train according to the updated occupancy status of the logical segments within the jurisdiction. The starting point of the movement authorization is determined based on the safety envelope of the target train. The first control command is used to control the emergency braking of the target train, and the second control command is used to maintain the communication status between the controlled train and the ground area control equipment.

[0053] It should be noted that the execution subject of the above method can be a computer device or a ground area control device. The present invention will be described in detail below with the execution subject of the above method being a ground area control device.

[0054] Optionally, the location report information may specifically include the coupling request information, coupling status information, and coupling train formation of the first train. The location report information may specifically include the location information of the first train, which may specifically include the master train, the controlled train, and the ordinary train. The master train and the controlled train are both flexible formation trains, and the ordinary train is a train that is not coupled to the master train or the controlled train. The ordinary train may be a train without any coupled trains or a flexible formation train.

[0055] The location report information and location assistance signals can be specifically sent by the Automatic Train Protection (ATP) system. The safety envelope of the first train can specifically include the maximum safety front end, minimum safety front end, maximum safety rear end, and minimum safety rear end of the master train, controlled trains, and ordinary trains.

[0056] Optionally, the ground area control equipment calculates the safety envelope of the first train and the list of logical segments occupied by the safety envelope based on the position report information and position auxiliary information of the first train sent by the ATP. The ground area control equipment may specifically be an area controller ZC.

[0057] Optionally, the axle occupancy status can be specifically interlocked, and the target train can specifically include the main control train and ordinary trains.

[0058] The ground control equipment performs screening calculations on all main control trains and ordinary trains within its jurisdiction based on the axle occupancy status sent by the interlocking system and in conjunction with the safety envelope of the first train. The screening status of the controlled trains can be determined based on the screening status of the main control trains. This screening calculation includes head and tail screening calculations after coupling and uncoupling.

[0059] The selection calculation for target trains (including main control trains and ordinary trains) can be more specifically divided into the selection calculation for ordinary trains and the selection calculation for flexibly assembled trains. The selection calculation for flexibly assembled trains is further subdivided into the selection calculation for the main control train and the controlled train after coupling and the selection calculation after the main control train and the controlled train become ordinary trains (i.e., controlled trains without main control, which can specifically refer to controlled trains coupled with the main control train that become ordinary trains after the main control train is decoupled) after coupling and decoupling.

[0060] Optionally, the ground area control equipment calculates the occupancy status of all logical sections within its jurisdiction based on the calculated screening status, axle occupancy status, and list of logical sections with safety envelope occupancy of the first train. The occupancy status may specifically include occupancy by trains without onboard controllers (UT), occupancy by automatic trains (AT), clear (CL), and always-occupied sections, i.e., abnormally occupied sections (ARB).

[0061] Optionally, the ground control equipment performs UT transmission and section adhesion calculation on the first logical section. The first logical section may specifically include the logical section within the safety envelope of the degraded master control train, the logical section within the target jurisdiction of external equipment that has interrupted communication with the ground control equipment (e.g., the ground control equipment has interrupted communication with the interlocking equipment, the ground control equipment has interrupted communication with the adjacent target ground control equipment, etc.), and the logical section corresponding to the target boundary. The target boundary may specifically include the line entrance where the first train runs and the handover boundary of the target ground control equipment adjacent to the ground control equipment. The equipment also updates the screening status of all master control trains and ordinary trains within the jurisdiction of the ground control equipment. The target ground control equipment may specifically be the area controller adjacent to the area controller ZC.

[0062] Optionally, the ground-based area control equipment updates the occupancy status of all logical segments within its jurisdiction.

[0063] Optionally, the ground area control equipment sends movement authorization or emergency braking special control commands (i.e., the first control command) to the master train and ordinary trains to control the master train and ordinary trains to brake suddenly, and sends special control commands (i.e., the second control command) to the controlled trains to maintain the communication status between the controlled trains and the ground area control equipment. The endpoint of the movement authorization of the master train and ordinary trains is extended or retracted according to the occupancy status of the updated logical segment. The starting point of the movement authorization of the master train is the minimum safe end point of the master train, and the starting point of the movement authorization of the ordinary train is the minimum safe end point of the ordinary train.

[0064] Furthermore, in one embodiment, determining the safety envelope of the first train and the list of logical segments occupied by the safety envelope based on the position report information and position assistance information of the first train may specifically include:

[0065] Based on the location auxiliary information, it is determined whether the first train is performing coupling or uncoupling operations in the coupling and uncoupling area, and the control status of the first train is calculated. The control status of the first train includes a train in master control status, a train in slave control status, and a train in normal status.

[0066] Based on the location report information and the first train control status, determine the safety envelope of the first train and the list of logical segments occupied by the safety envelope.

[0067] Optionally, the ground area control equipment receives the position auxiliary information of the first train sent by ATP, determines whether the first train is performing coupling or decoupling operations in the coupling and decoupling area, and calculates the control status of the first train, wherein the control status of the first train includes the train in master control status, the train in controlled status, and the train in normal status.

[0068] The ground area control equipment receives the position report information of the first train sent by ATP and calculates the safety envelope of the master train, the controlled train, and the ordinary train, as well as the list of logical segments where the safety envelope is occupied.

[0069] The train tracking method under moving block mode provided by this invention involves ground area control equipment calculating the safety envelopes and logical segment lists of safety envelope occupancy for master trains, controlled trains, and ordinary trains based on train position auxiliary information and train position report information. It then filters and calculates all master trains, controlled trains, and ordinary trains within its jurisdiction, and sets the occupancy status of all logical segments within the jurisdiction based on axle occupancy status. The method performs UT (Under-Track) propagation and segment adhesion calculations on logical segments within the safety envelopes of downgraded trains, logical segments within the range corresponding to external devices with communication interruptions, and logical segments corresponding to target boundaries, and updates all master trains within the jurisdiction. The system updates the screening status of trains and ordinary trains, as well as the occupancy status of all logical sections within its jurisdiction; it sends movement authorizations or first control commands to the master train and ordinary trains, and sends second control commands to the controlled trains to maintain the communication status between the controlled trains and the ground area control equipment; it controls the movement authorization endpoints of the master train and ordinary trains to extend or retract according to the updated occupancy status of the logical sections, thereby realizing the mixed moving block tracking function of flexible train formations and ordinary trains, ensuring a high train service frequency and operational efficiency, achieving optimal coordination between passenger flow demand and rail transit capacity, and reducing traction power consumption when trains are at low full load in fixed formation mode.

[0070] Furthermore, in one embodiment, the step of filtering and calculating the target trains within the jurisdiction of the ground area control equipment based on the axle occupancy status and the safety envelope to obtain the filtering status of the first train may specifically include:

[0071] Based on the safety envelope and the axle occupancy status, the screening status of target trains that meet the head screening conditions is set to the head screening completed state, and the screening status of target trains that do not meet the head screening conditions is set to the head screening incomplete state. The head screening conditions include that there are no hidden trains from the head of the target train to the front boundary of the current axle count. The current axle count is the axle where the target train is located, and the front boundary is the boundary of the current axle count in front of the target train.

[0072] Based on the safety envelope and the axle occupancy status, the screening status of target trains that meet the tail screening conditions is set to the tail screening completed state, and the screening status of target trains that do not meet the tail screening conditions is set to the tail screening incomplete state. The tail screening conditions include that there are no hidden trains from the tail of the target train to the rear boundary of the current axle count, and the rear boundary is the boundary of the current axle count behind the target train.

[0073] Optionally, Figure 2 This is a schematic diagram of the screening calculation process provided by the present invention. The screening calculation of trains is divided into screening of ordinary trains and screening calculation of flexible train formation. The screening calculation of flexible train formation is further subdivided into screening calculation of the master control train and the controlled train after coupling and screening calculation after the master control train and the controlled train become ordinary trains after decoupling.

[0074] Determine whether the current cycle is a decoupling operation. If yes, calculate and backfill the screening status of the decoupling ordinary train based on the screening status of the master train, including the head screening status and the tail screening status. If no, determine whether it is a master train or an ordinary train. If yes, perform screening calculations for the master train or the ordinary train. If no, do not perform screening calculations, and directly backfill and update the screening status of the controlled train based on the screening status of the master train.

[0075] The screening calculation for the main control train or ordinary train specifically includes: the ground area control equipment calculates the safety envelope of the main control train and the controlled train based on the position report information of the main control train or the controlled train, and performs head screening and tail screening calculations for the main control train or ordinary train respectively in combination with the axle occupancy status and the safety envelope. When the head screening condition is met, that is, when the ground area control equipment determines that there is no hidden train from the head of the main control train or the controlled train to the front boundary of the current axle (e.g., the distance between the minimum safe front end of the main control train or the controlled train and the front axle boundary is less than the minimum car length L and the occupancy status of the next axle is idle, etc.), the screening status of the main control train or the controlled train is set to the head screening completed state (i.e., the head screening status of the main control train or ordinary train is set to completed). When the head screening condition is not met... When setting the filtering conditions, the filtering status of the master train or the controlled train will be set to "head filtering incomplete" (i.e., the head filtering status of the master train or the ordinary train will be set to "complete"). Similarly, if it is determined that there is no hidden train from the rear of the master train or the ordinary train to the rear boundary of the current axle counter (e.g., the distance between the maximum safe rear end of the master train or the ordinary train and the rear axle counter boundary is less than the minimum train length L and the previous axle counter is in an idle state), then the filtering status of the master train or the ordinary train will be set to "tail filtering completed" (i.e., the tail filtering status of the master train or the ordinary train will be set to "complete"). Here, the current axle counter is the axle counter where the target train is located, the front boundary is the boundary of the current axle counter in front of the master train or the ordinary train, and the rear boundary is the boundary of the current axle counter behind the master train or the ordinary train.

[0076] The screening status of the first train is obtained based on the calculated screening status of the target train and the screening status of the controlled train.

[0077] Further, in one embodiment, calculating the occupancy status of logical segments within the jurisdiction based on the axle occupancy status, the filtering status, and the logical segment list includes:

[0078] For the second train whose filtering status is "head filtering completed", if the first preset condition is met, the occupancy status of the logical segment where the maximum safe front end of the second train is located is set to AT occupancy; otherwise, the occupancy status of the logical segment where the safety envelope of the third train is located is set to AT occupancy, and the occupancy status of the logical segment where the safety envelope of the fourth train is located is set to UT occupancy. The first preset condition is that the maximum safe front end and the minimum safe back end in the safety envelope of the second train are located in different logical segments in the logical segment list. The third train is a train in the second train whose filtering status includes the tail filtering completed state, and the fourth train is a train in the second train whose filtering status includes the tail filtering incomplete state.

[0079] Set the first non-AT occupied logical segment within the range from the logical segment preceding the maximum safety front end in the safety envelope of the second train to the front boundary of the current axle to be free, and terminate at the first AT occupied, UT occupied, or UT+ARB occupied logical segment.

[0080] For the fifth train whose screening status is "tail screening completed", if the second preset condition is met, the occupancy status of the logical segment containing the minimum safe rear end in the safety envelope of the fifth train is set to "AT Occupied". Otherwise, the occupancy status of the logical segment containing the safety envelope of the sixth train is set to "AT Occupied", and the occupancy status of the logical segment containing the safety envelope of the seventh train is set to "UT Occupied". The second preset condition is that the minimum safe rear end and the maximum safe front end in the safety envelope of the fifth train are located in different logical segments in the logical segment list. The sixth train is the train in the fifth train whose screening status is "head screening completed". The seventh train is the train in the fifth train whose screening status includes "head screening incomplete".

[0081] Set the first non-AT occupied logical segment within the range from the previous logical segment of the minimum safe rear end in the safety envelope of the fifth train to the rear boundary of the current axle count to free, and terminate at the logical segment where the first AT occupied, UT occupied, or UT+ARB occupied is located.

[0082] For the eighth train whose screening status is that the head screening is incomplete, the occupancy status of the logical segment within the range from the first starting segment to the first ending segment is set to UT occupied. The first starting segment is the logical segment where the maximum safe front end is located in the safety envelope of the eighth train, and the first ending segment is the first non-idle logical segment in front of the eighth train in the running direction of the axle where the first starting segment is located.

[0083] When the first adjacent axle is occupied, the occupancy status of the logical segments within the range from the second starting section to the second ending section is set to UT occupied. The first adjacent axle is the axle adjacent to the logical segment where the head of the eighth train is located. The second starting section is the first logical segment at the starting end of the first adjacent axle. The second ending section is the first non-idle logical segment in front of the eighth train in the running direction of the axle where the second starting section is located.

[0084] For the ninth train whose screening status is that the tail screening is incomplete, the occupancy status of the logical segment within the range from the third starting section to the third ending section is set to UT occupancy. The third starting section is the block section where the minimum safe front end is located in the safety envelope of the ninth train, and the third ending section is the first non-idle logical segment behind the ninth train in the running direction of the axle counting section where the third starting section is located.

[0085] In the case of the second adjacent axle being occupied, the occupancy status of the logical segment within the range from the fourth starting section to the fourth ending section is set to UT occupied. The second adjacent axle is the axle adjacent to the logical segment where the tail of the ninth train is located. The fourth ending section is the first non-idle logical segment in front of the ninth train in the direction of travel of the axle where the fourth starting section is located.

[0086] If the axle occupancy status is in the clearing state in the previous period and in the occupancy state in the current period, and it is determined that the occupancy status is not caused by the delay of the location report information, the ARB determination timer is started, and after the ARB determination timer reaches the configuration time, the logical segment in the axle corresponding to the occupancy status is set to the ARB status.

[0087] Optionally, Figure 3 This is a schematic diagram of the occupancy status monitoring process for logical segments provided by the present invention, as shown below. Figure 3 As shown, the ground area control equipment calculates the occupancy status of all logical sections within its jurisdiction based on the train screening status and axle occupancy status, including UT occupancy, AT occupancy, CL and ARB.

[0088] When ground-based area control equipment calculates the occupancy status (referred to as section status) of logical sections of flexibly assembled trains, it only applies to the main control train, controlled trains without a main control, and ordinary trains. Specifically, a controlled train with a main control means that both the main control train and the coupled controlled trains can be managed by the ground-based area control equipment. When the main control train is downgraded or deregistered, it is no longer under the control of the ground-based area control equipment, but the controlled train is still communicating with it. In this case, section tracking detection of the controlled train is required; otherwise, tracking loss may occur, posing a safety risk.

[0089] The key points for calculating the segment status are as follows:

[0090] 1) When the second train has completed head screening (i.e., the train's screening status is "head screening completed"), if the maximum safe front end and minimum safe rear end of the second train are located in different logical segments of the logical segment list (i.e., the first preset condition), then the occupancy status of the logical segment where the maximum safe front end of the second train is located is set to AT occupancy; if the first preset condition is not met, i.e., the minimum safe rear end and maximum safe front end of the second train are located in the same logical segment of the logical segment list, and the third train has completed tail screening (i.e., the second train's screening status includes trains in the tail screening completed state), then the third column is set. The logical segment where the safety envelope of the train is located is occupied by AT. If the minimum safety rear end and the maximum safety front end of the second train are located in the same logical segment, and the fourth train has not completed the tail screening (i.e., the screening status of the second train includes trains whose tail screening is not completed), then the logical segment where the safety envelope of the fourth train is located is occupied by UT. The first non-AT occupied logical segment within the range from the logical segment before the maximum safety front end of the second train to the front boundary of the current axle counting segment is continuously set to CL, and terminated at the first AT occupied, UT occupied, or UT+ARB occupied logical segment.

[0091] 2) For the fifth train that has completed tail screening (i.e., the train whose screening status is tail screening completed), if the fifth train meets the second preset condition (i.e., the minimum safe rear end and the maximum safe front end of the fifth train are located in different logical segments of the logical segment list), then set the occupancy status of the logical segment where the minimum safe rear end of the fifth train is located to AT occupancy; if the minimum safe rear end and the maximum safe front end of the fifth train are located in the same logical segment of the logical segment list, and the sixth train has completed head screening, set the occupancy status of the logical segment where the safety envelope of the sixth train is located to AT occupancy; if the minimum safe rear end and the maximum safe front end of the fifth train are in the same logical segment, and the seventh train has not completed head screening, set the occupancy status of the logical segment where the safety envelope of the seventh train is located to UT occupancy; continuously set the first non-AT occupancy logical segment within the range from the logical segment above the minimum safe rear end of the fifth train to the current axle rear boundary to CL, and terminate at the first AT occupancy, UT occupancy, or UT+ARB occupancy logical segment.

[0092] 3) For the eighth train that has not completed head screening, the logical segment containing the largest safe front end in the safety envelope of the eighth train is taken as the starting segment (i.e., the first starting segment), and the first non-idle logical segment in front of the axle where the first starting segment is located (in front of the running direction of the eighth train) is taken as the ending segment (i.e., the first ending segment; if there is no non-idle logical segment, then the block section of the axle boundary is taken as the first ending segment). The occupancy status of all logical segments within the range from the first starting segment to the first ending segment is set to UT occupancy; if the first starting segment is located in the axle boundary... If the adjacent axle (i.e., the first adjacent axle) is occupied, then UT settings will be continuously performed according to the above scheme. Specifically, the occupancy status of the logical segments within the range from the second starting segment to the second ending segment will be set to UT occupied. The first adjacent axle is the axle adjacent to the logical segment where the head of the eighth train is located. The second starting segment is the first logical segment at the starting end of the first adjacent axle. The second ending segment is the first non-idle logical segment in front of the eighth train in the direction of travel of the axle where the second starting segment is located. If the first adjacent axle is idle, then the UT occupancy setting will be terminated.

[0093] 4) For the ninth train that has not completed the tail screening, the block section where the smallest safe rear end in the safety envelope of the ninth train is located is taken as the starting section (i.e., the third starting section), and the first non-idle logical section behind the ninth train in the direction of travel of the axle where the third starting section is located is taken as the ending section (i.e., the third ending section; if there is no non-idle logical section, then the block section of the axle boundary is taken as the third ending section). The occupancy status of all logical sections within the range from the third starting section to the third ending section is set to UT occupied. If the axle adjacent to the axle where the third starting section is located (i.e., the second adjacent axle) is occupied, then UT is continuously set according to the above scheme. Specifically, if the second adjacent axle is occupied, the occupancy status of the logical sections within the range from the fourth starting section to the fourth ending section is set to UT occupied. The second adjacent axle is the axle adjacent to the logical section where the tail of the ninth train is located, and the fourth ending section is the first non-idle logical section in the direction of travel of the ninth train where the axle where the fourth starting section is located. If the adjacent axle is idle, then the UT occupancy setting is terminated.

[0094] 5) When the axle occupancy status is cleared in the previous cycle and occupied in the current cycle, if the ground area control equipment determines that the axle occupancy is not caused by the train entering due to the delay in the position report information, the ground area control equipment starts the ARB determination timer. When the timer reaches the configured time, all logical sections in the axle occupancy status corresponding to this occupancy status are set to ARB status.

[0095] Train movement authorization can extend over logical sections marked with ARB status, meaning that ground control equipment can accurately calculate that the occupancy of the logical section is due to axle counting failure rather than train entry, which can improve train movement block tracking efficiency.

[0096] Furthermore, in one embodiment, the step of performing UT conduction and segment adhesion calculation on the first logical segment and updating the filtering state within the jurisdiction may specifically include:

[0097] In the event that the main control train is downgraded or deregistered, the screening status of the main control train is set to the head screening incomplete state and the tail screening incomplete state, and the logical segment within the safety envelope of the main control train is set to UT occupied.

[0098] Based on whether the logical segments within the range from the maximum safe front end to the current axle count end point and from the minimum safe rear end point of the first train to the current axle count start point are free, the occupancy status of the logical segments within the current axle count is set.

[0099] If it is determined that the communication between the ground area control equipment and the interlocking equipment is interrupted, the occupancy status of the logical segment within the corresponding range of the interlocking equipment is set to UT occupancy;

[0100] If it is determined that the communication between the ground area control equipment and the target ground area control equipment is interrupted, the occupancy status of the logical segment within the overlapping area is set to UT Occupied, and the occupancy status of the first axle counting device connecting the handover boundary is set to UT Possible. The overlapping area is determined based on the area where the jurisdiction of the ground area control equipment overlaps with the jurisdiction of the target ground area control equipment. The first axle counting occupancy status is calculated by the area controller.

[0101] Set the occupancy status of the logical segment where the line entry is located to UT (Unoccupied / Possible);

[0102] If the occupancy status of the logical segment inside the ground zone control equipment is UT possible, and the axle counting occupancy status is occupied, the occupancy status of the logical segment of the axle counting corresponding to the occupancy status is set to UT occupied, and UT conduction and segment adhesion calculation are performed.

[0103] The external equipment includes the interlocking equipment and the target ground area control equipment, and the target jurisdiction includes the range corresponding to the interlocking equipment and the overlapping area of ​​the target ground area control equipment.

[0104] Optionally, Figure 4 This is a schematic diagram of the calculation process for segment UT conduction and segment adhesion provided by the present invention, as shown below. Figure 4 As shown, during the flexible train formation tracking process, only ordinary trains, main control trains, and controlled trains without main control are subjected to section adhesion calculations after train downgrading. The key points of section adhesion calculation are as follows:

[0105] 1) When the ground control equipment determines that a train (master train) has been downgraded or the area controller ZC has actively deregistered a train (master train), the head screening and tail screening of the master train are set to incomplete (that is, the screening status of the master train is set to the head screening incomplete state and the tail screening incomplete state), and all logical segments within the safety envelope of the master train are set to UT occupied.

[0106] 2) The ground control equipment sets the occupancy status of the logical sections within the current axle based on whether the logical sections within the range from the maximum safe front end of the first train to the current axle end and from the minimum safe rear end of the first train to the current axle start. If the logical sections in front and behind (i.e., the logical sections within the range from the maximum safe front end of the first train to the current axle end and from the minimum safe rear end of the first train to the current axle start) are all free, then all logical sections in front and behind are set to UT occupied, and the UT transmission section adhesion operation is performed according to the occupancy status of adjacent axles. If there are non-free logical sections in the logical sections in front and behind, and the free logical section is occupied by AT, the train head screen status or tail screen status on that section is set to incomplete, and the UT transmission operation is terminated to realize the section adhesion function.

[0107] 3) Ground area control equipment periodically checks train information, including train integrity, whether the train length has changed, and whether the train envelope overlaps. When trains are in the same coupling / uncoupling area or turnaround area, the overlap of the train envelope is not checked (Note: overlap is a normal operating scenario at this time). Train integrity and train length are checked. If the check conditions (including whether the train integrity, train length, and train envelope overlap) are not met, the train is downgraded and the section is calculated for adhesion.

[0108] 4) When the ground control equipment determines that a communication interruption has occurred with the interlocking equipment, it sets the status of all logical sections within the corresponding range of the interlocking to UT occupied and downgrades all trains within the jurisdiction.

[0109] 5) When the ground control equipment determines that the communication with the adjacent area controller ZC is interrupted, the status of all logical sections within the overlapping area of ​​the adjacent ZC is set to UT occupied, and the axle occupancy status of the connecting handover boundary (referring to the track section status calculated internally by the ZC) is set to UT possible. Train movement authorization cannot be extended into the UT possible section, but can only be extended to the entrance of the UT possible section and then retreated by a safety margin (already configured).

[0110] 6) When the track section is the line entrance, the ground area control equipment may unconditionally set the status of the track section to UT.

[0111] 7) When the occupancy status of the track section inside the zone control equipment is UT possible, and the interlock sends the occupancy status of the axle as occupied, the ground zone control equipment sets all logical sections inside the axle to UT occupied, and performs UT transmission and section adhesion operation.

[0112] 8) When the main control train is downgraded to UT, the connected controlled trains are also downgraded to UT at the same time.

[0113] Furthermore, in one embodiment, updating the occupancy status of the logical segments within the jurisdiction may specifically include:

[0114] Based on the occupancy status of the first logical segment, the occupancy status of the logical segments within the jurisdiction is updated. The occupancy status of the first logical segment is obtained by performing UT propagation and segment adhesion calculation on the first logical segment.

[0115] Optionally, the ground area control equipment updates the occupancy status of all logical segments within its jurisdiction based on the occupancy status of the first logical segment. The occupancy status of the first logical segment can be specifically obtained by performing UT (Undertaking and Transmission) and segment adhesion calculations on the first logical segment. Due to segment adhesion calculations caused by train downgrade UT, the ground area control equipment needs to update the occupancy status of the first logical segment among all logical segments within its jurisdiction after the segment adhesion calculation is completed.

[0116] The train tracking method under the moving block mode provided by the present invention will be described in detail using two 3-car trains as an example. It is also applicable to N trains (N>2) with P-car trains (P≥1).

[0117] Figure 5 This is the second flowchart illustrating the train tracking method under moving block mode provided by the present invention. The ground area control equipment receives train position auxiliary information sent by the onboard ATP (Automatic Train Protection) to determine whether a train is performing coupling or decoupling operations within the coupling / decoupling area, and calculates the control state of the first train. Flexible coupling trains include... Figure 6 As shown, the main control train 1 has two train end terminals, TC1 and TC3. When traveling from left to right, it is controlled by the onboard ATP system at TC1. When turning back, the terminals are switched, and the train travels from right to left. TC1 is deregistered from the main control train end, and TC3 is registered as the control terminal. After the train 1 completes its turnaround, the right TC3 terminal takes over control. The same applies to TC2 and TC4 of train 2. Flexible train formation and deformation are as follows... Figure 7 As shown.

[0118] The first train control status includes the train in master control status, the train in controlled status, and the train in normal status; the location auxiliary information includes coupling request information, coupling status information, and information on the coupling train formation.

[0119] Figure 8 This is a schematic diagram of the target train control state provided by the present invention, such as... Figure 8 As shown, in this example, the number of train formations is 2, and the train numbers in the train formation information list are train 1 and train 2. Train 1 is the coupled train, and train 2 is the coupled train. When the number of train formations is 0, that is, there are no coupled trains in the ordinary train, the ground area control equipment can calculate the control status of the train based on the train position auxiliary information package. Train 1 and train 2 are two 3-car trains. After coupling, they form a 6-car train. Train 1 is calculated as the main control train, train 2 is calculated as the controlled train, and train 3 is a 3-car ordinary train.

[0120] The ground-based area control equipment calculates the safety envelopes and a list of logical segments occupant to the master train, controlled trains, and ordinary trains by receiving the position report information of the first train sent by the onboard ATP. The train safety envelope is as follows: Figure 9 As shown.

[0121] The four ends of the safety envelope of the main control train 1 are:

[0122] Maximum safe front end: The maximum safe front end of train 1;

[0123] Minimum safe leading edge: The minimum safe leading edge of train 1;

[0124] Maximum safe rear end: The maximum safe rear end of train 1 extends backward by the maximum length of all trains on the entire line, that is, the maximum length among train 1, train 2 and train 3 (configurable);

[0125] Minimum safe rear end: The minimum safe rear end of train 1 is extended backward by one maximum train length (configurable) and compared with the minimum safe rear end of controlled train 2. The point that is further away from the outer edge of the rear end of train 2 is selected. Note: If train 1 is coupled with N trains, it needs to be extended backward by N maximum train lengths and compared with the minimum safe rear end of the last controlled train N. The point that is further away from the outer edge of the rear end of train N is selected.

[0126] The four ends of the safety envelope of the controlled train 2 are:

[0127] Maximum safe front end: Maximum safe front end of train 2;

[0128] Minimum safe leading edge: Minimum safe leading edge of train 2;

[0129] Maximum safe rear end: Maximum safe rear end of train 2;

[0130] Minimum safe rear end: Minimum safe rear end of train 2;

[0131] The four ends of the safety envelope of ordinary train 3 are:

[0132] Maximum safe front end: Maximum safe front end of train 3;

[0133] Minimum safe front end: Minimum safe front end of train 3;

[0134] Maximum safe rear end: Maximum safe rear end of train 3;

[0135] Minimum safe rear end: Minimum safe rear end of train 3.

[0136] Figure 10 This is a schematic diagram of the logical sections of the train safety envelope and occupancy provided by the present invention, as shown below. Figure 10 As shown, axle counter JZ01 contains 3 logical segments: Sec01, Sec02 and Sec03, axle counter JZ02 contains 4 logical segments: Sec04, Sec05, Sec06 and Sec07, the list of logical segments occupied by the safety envelope of the master train 1 is Sec04, Sec05 and Sec06, the list of logical segments occupied by the safety envelope of the controlled train 2 is Sec05 and Sec06, and the list of logical segments occupied by the safety envelope of the ordinary train 3 is Sec02 and Sec03.

[0137] The ground control equipment performs screening calculations on all main control trains and ordinary trains within its jurisdiction based on the axle occupancy status sent by the interlocking system and in conjunction with the train safety envelope. This includes head and tail screening calculations after coupling and uncoupling.

[0138] like Figures 11-14 As shown, "×" indicates that the filtering is not complete, and "√" indicates that the filtering is complete:

[0139] Figure 11 This is one of the schematic diagrams of ordinary train screening and logical section occupancy status provided by the present invention, such as... Figure 11 As shown, ordinary train 3 meets the head screening conditions but does not meet the tail screening conditions. The screening calculation result of ordinary train 3 is that the head screening has been completed and the tail screening has not been completed. Figure 12 This is the second schematic diagram of the ordinary train screening and logical section occupancy status provided by the present invention, as shown below. Figure 12 As shown, ordinary train 3 meets the head screening condition and the tail screening condition. The screening calculation result of ordinary train 3 is that the head screening has been completed and the tail screening has been completed.

[0140] Figure 13This is one of the schematic diagrams of the screening and logical section occupancy status of coupled trains provided by the present invention, such as... Figure 13 As shown, the safety envelope of the main control train 1 is used for screening and calculation. Figure 13 The distance from the minimum safe front end of the main control train 1 to the front boundary of the current axle counter is greater than the minimum train length, thus failing to meet the head screening condition. The distance from the maximum safe rear end of the main control train 1 to the rear boundary of the current axle counter is greater than the minimum train length L, and the rear axle counter JZ04 is occupied. Since no other trains can be determined to be hidden in either the front or rear, both the head and tail screening states of the main control train 1 are incomplete. Simultaneously, based on the train formation information (a 3+3 flexible formation train in this example), the main control train 1 resets the head and tail screening states of the coupled controlled trains: the screening state at the coupled end of the controlled train is unconditionally set to complete, and the tail screening state of the controlled train adopts the tail screening state of the main control train 1. In this example, the head screening state of the controlled train 2 is complete, and the tail screening state is incomplete.

[0141] Similarly, Figure 14 This is the second schematic diagram of the screening and logical section occupancy status of coupled trains provided by the present invention, as shown below. Figure 14 As shown, the safety envelope of the main control train 1 satisfies the head screening and tail screening conditions, and the head screening and tail screening states of the main control train 1 are both completed. The head screening and tail screening states of the controlled train 2 are both completed.

[0142] Figure 15 This is one of the schematic diagrams of train decompilation screening and logical section occupancy status provided by the present invention. Figure 16 This is the second schematic diagram of the train decompilation screening and logical section occupancy status provided by the present invention, as shown below. Figure 15 As shown, before train decoupling, the head and tail screening of the master control train 1 were both in a completed state. The ground area control equipment, based on the train control status of the previous and current cycles, determined that a train decoupling operation had been performed in the current cycle. After decoupling, the control status of master control train 1 and controlled train 2 changed to a normal train status. The ground area control equipment then backfilled the completed tail screening status of master control train 1 to the tail screening status of normal train 2, and unconditionally set the tail screening status of master control train 1 and the head screening status of controlled train 2 to a completed state. Similarly, as... Figure 16As shown, before the main control train 1 is decoupled, the head screening of the main control train 1 is in a completed state. The tail screening does not meet the tail screening conditions because the rear axle count is occupied, so the tail screening state is incomplete. The ground area control equipment determines that the main control train 1 has performed a train decoupling operation in the current cycle based on the train control status of the previous cycle and the current cycle. After the main control train 1 and the controlled train 2 are decoupled, the control status becomes a normal train. The ground area control equipment fills the incomplete tail screening state of the main control train 1 back into the tail screening state of the normal train 2, and unconditionally sets the tail screening state of the main control train 1 and the head screening state of the controlled train 2 to a completed state.

[0143] If N trains are to be coupled or decoupled, the train selection status change diagram is as follows: Figure 17 As shown.

[0144] Ground-based zone control equipment calculates the occupancy status of all logical sections within its jurisdiction based on train screening status and axle occupancy status.

[0145] Ground control equipment performs UT transmission and section adhesion calculations for downgraded trains, external communication interruptions (e.g., communication interruption between control equipment and interlocking equipment, communication interruption between control equipment and adjacent control equipment), and boundary sections (e.g., line entrances, handover boundaries of adjacent control equipment), and updates the screening status of all main control trains and ordinary trains within its jurisdiction.

[0146] The ground-based area control equipment updates the occupancy status of all logical segments within its jurisdiction. Due to segment adhesion calculations caused by train downgrading (UT), the ground-based area control equipment needs to update the occupancy status of all logical segments after the segment adhesion calculation is completed, such as... Figure 18 As shown, the main control train 1 completes the head and tail screening and normally enters a UT that may be occupied by the axle counting section. When the first wheelset of the main control train 1 enters the JZ03 track section, the axle counting status of JZ03 sent by the interlocking to the ground area control equipment is axle occupancy. The ground area control equipment performs adhesion calculation on the section. UT occupancy is transmitted from Sec07 to the left, which removes the head screening of the main control train 1. The head screening status of the main control train 1 changes from "completed" to "incomplete". The occupancy status of the sections from Sec03 to Sec06 changes from CL to UT occupancy.

[0147] Ground-based area control equipment sends movement authorization or emergency braking special control commands to the master train and ordinary trains, and sends non-emergency braking special control commands to the controlled trains to maintain communication between the controlled trains and the ground-based area control equipment. The movement authorization endpoints of the master train and ordinary trains are extended or retracted based on the updated occupancy status of all logical segments, specifically as follows: Figure 19 As shown.

[0148] The train tracking method in moving block mode provided by this invention can realize the moving block tracking function of mixed operation of dynamically flexible train formations and ordinary trains, ensure a high train service frequency and operational efficiency, achieve the best coordination between passenger flow demand and rail transit capacity, and reduce traction power consumption when trains are at low full load rate in fixed formation mode, thereby reducing energy loss.

[0149] The train tracking system under moving block mode provided by the present invention will be described below. The train tracking system under moving block mode described below can be referred to in correspondence with the train tracking method under moving block mode described above.

[0150] Figure 20 This is a schematic diagram of the train tracking system under moving block mode provided by the present invention, as shown below. Figure 20 As shown, it includes:

[0151] The system comprises a first acquisition module 201, a second acquisition module 202, a third acquisition module 203, a first update module 204, a second update module 205, and a train control module 206.

[0152] The first acquisition module 201 is used to determine the safety envelope of the first train and the list of logical segments occupied by the safety envelope based on the location report information and location auxiliary information of the first train. The first train includes a master train, a controlled train and a regular train. The master train and the controlled train are both flexible formation trains. The regular train is a train that is not coupled to the master train or the controlled train. The location auxiliary information includes coupling request information, coupling status information and coupling train formation.

[0153] The second acquisition module 202 is used to perform screening calculations on target trains within the jurisdiction of the ground area control equipment based on the axle occupancy status and the safety envelope to obtain the screening status of the first train. The target trains include the main control train and the ordinary trains. The screening status of the controlled train is determined based on the screening status of the main control train.

[0154] The third acquisition module 203 is used to calculate the occupancy status of the logical segments within the jurisdiction based on the axle occupancy status, the filtering status, and the logical segment list.

[0155] The first update module 204 is used to perform UT conduction and segment adhesion calculation on the first logical segment and update the screening status within the jurisdiction. The first logical segment includes the logical segment within the safety envelope of the degraded master control train, the logical segment within the jurisdiction of the external device whose communication with the ground area control equipment is interrupted, and the logical segment corresponding to the target boundary. The target boundary includes the line entrance where the first train runs and the handover boundary of the target ground area control equipment adjacent to the ground area control equipment.

[0156] The second update module 205 is used to update the occupancy status of the logical segments within the jurisdiction.

[0157] The train control module 206 is used to send a movement authorization or a first control command to the target train, send a second control command to the controlled train, and control the endpoint of the movement authorization of the target train to extend or retract according to the updated occupancy status of the logical segments within the jurisdiction. The starting point of the movement authorization is determined based on the safety envelope of the target train. The first control command is used to control the emergency braking of the target train, and the second control command is used to maintain the communication status between the controlled train and the ground area control equipment.

[0158] The train tracking system in moving block mode provided by this invention calculates the safety envelopes and logical segment lists of safety envelope occupancy for master trains, controlled trains, and ordinary trains based on train position auxiliary information and train position report information. It then filters and calculates all master trains, controlled trains, and ordinary trains within its jurisdiction, and sets the occupancy status of all logical segments within the jurisdiction based on axle occupancy status. The system performs UT (Under-Track) propagation and segment adhesion calculations on logical segments within the safety envelopes of downgraded trains, logical segments within the range corresponding to external devices with communication interruptions, and logical segments corresponding to target boundaries, and updates all master trains within the jurisdiction. The system updates the screening status of trains and ordinary trains, as well as the occupancy status of all logical sections within its jurisdiction; it sends movement authorizations or first control commands to the master train and ordinary trains, and sends second control commands to the controlled trains to maintain the communication status between the controlled trains and the ground area control equipment; it controls the movement authorization endpoints of the master train and ordinary trains to extend or retract according to the updated occupancy status of the logical sections, thereby realizing the mixed moving block tracking function of flexible train formations and ordinary trains, ensuring a high train service frequency and operational efficiency, achieving optimal coordination between passenger flow demand and rail transit capacity, and reducing traction power consumption when trains are at low full load in fixed formation mode.

[0159] Figure 21 This is a schematic diagram of the physical structure of the electronic device provided by the present invention, such as... Figure 21As shown, the electronic device may include: a processor 2110, a communication interface 2111, a memory 2112, and a bus 2113, wherein the processor 2110, the communication interface 2111, and the memory 2112 communicate with each other via the bus 2113. The processor 2110 can call logical instructions in the memory 2112 to execute the following methods:

[0160] Based on the location report information and location assistance information of the first train, determine the safety envelope of the first train and the list of logical segments occupied by the safety envelope;

[0161] Based on the axle occupancy status and the safety envelope, the target trains within the jurisdiction of the ground area control equipment are screened and calculated to obtain the screening status of the first train;

[0162] Based on the axle occupancy status, the filtering status, and the logical segment list, calculate the occupancy status of the logical segments within the jurisdiction;

[0163] Perform UT propagation and segment adhesion calculation on the first logical segment, and update the filtering status within the jurisdiction;

[0164] Update the occupancy status of the logical segments within the jurisdiction;

[0165] Send a movement authorization or a first control command to the target train, send a second control command to the controlled train, and control the extension or retraction of the endpoint of the movement authorization of the target train according to the updated occupancy status of the logical segment within the jurisdiction.

[0166] Furthermore, the logical instructions in the aforementioned memory can be implemented as software functional units and sold or used as independent products, and can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer power supply (which may be a personal computer, server, or network power supply, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0167] Furthermore, this invention discloses a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium. The computer program includes program instructions, and when these instructions are executed by a computer, the computer can execute the train tracking method in the moving block mode provided in the above-described method embodiments, for example including:

[0168] Based on the location report information and location assistance information of the first train, determine the safety envelope of the first train and the list of logical segments occupied by the safety envelope;

[0169] Based on the axle occupancy status and the safety envelope, the target trains within the jurisdiction of the ground area control equipment are screened and calculated to obtain the screening status of the first train;

[0170] Based on the axle occupancy status, the filtering status, and the logical segment list, calculate the occupancy status of the logical segments within the jurisdiction;

[0171] Perform UT propagation and segment adhesion calculation on the first logical segment, and update the filtering status within the jurisdiction;

[0172] Update the occupancy status of the logical segments within the jurisdiction;

[0173] Send a movement authorization or a first control command to the target train, send a second control command to the controlled train, and control the extension or retraction of the endpoint of the movement authorization of the target train according to the updated occupancy status of the logical segment within the jurisdiction.

[0174] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to perform the train tracking method in the moving block mode provided in the above embodiments, for example including:

[0175] Based on the location report information and location assistance information of the first train, determine the safety envelope of the first train and the list of logical segments occupied by the safety envelope;

[0176] Based on the axle occupancy status and the safety envelope, the target trains within the jurisdiction of the ground area control equipment are screened and calculated to obtain the screening status of the first train;

[0177] Based on the axle occupancy status, the filtering status, and the logical segment list, calculate the occupancy status of the logical segments within the jurisdiction;

[0178] Perform UT propagation and segment adhesion calculation on the first logical segment, and update the filtering status within the jurisdiction;

[0179] Update the occupancy status of the logical segments within the jurisdiction;

[0180] Send a movement authorization or a first control command to the target train, send a second control command to the controlled train, and control the extension or retraction of the endpoint of the movement authorization of the target train according to the updated occupancy status of the logical segment within the jurisdiction.

[0181] The system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0182] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., including several instructions to cause a computer power supply (which may be a personal computer, server, or network power supply, etc.) to execute the methods described in various embodiments or some parts of the embodiments.

[0183] 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 tracking method in a moving block mode, characterized by, The method comprises the following steps: determining a safety envelope of the first train and a list of logical sections occupied by the safety envelope according to position report information of the first train and position auxiliary information, the first train comprising a host train, a controlled train and a common train, the host train and the controlled train being flexible marshalling trains, and the common train being a train not coupled to the host train or the controlled train, the position auxiliary information comprising coupling request information, coupling state information and coupling train marshalling; screening and calculating target trains in a jurisdictional range of a ground area control device according to an axle counting occupation state and the safety envelope to obtain a screening state of the first train, the target trains comprising the host train and the common train, and the screening state of the controlled train being determined according to the screening state of the host train; calculating an occupation state of a logical section in the jurisdictional range according to the axle counting occupation state, the screening state and the list of logical sections; performing UT conduction and section adhesion calculation on a first logical section, updating the screening state in the jurisdictional range, the first logical section comprising a logical section in a safety envelope of a degraded host train, a logical section in a target jurisdictional range of an external device with communication interruption of the ground area control device and a logical section corresponding to a target boundary, the target boundary comprising a line entry of train operation and a handover boundary of a target ground area control device adjacent to the ground area control device; updating the occupation state of the logical section in the jurisdictional range; sending a movement authority or a first control command to the target train, sending a second control command to the controlled train, and extending or retracting an end point of the movement authority of the target train according to the updated occupation state of the logical section in the jurisdictional range, the start point of the movement authority being determined according to the safety envelope of the target train, the first control command being used to control emergency braking of the target train, and the second control command being used to maintain the communication state of the controlled train with the ground area control device.

2. The train tracking method in a moving block mode according to claim 1, wherein The method comprises the following steps: determining a safety envelope of the first train and a list of logical sections occupied by the safety envelope according to position report information of the first train and position auxiliary information, the first train comprising a host train, a controlled train and a common train, the host train and the controlled train being flexible marshalling trains, and the common train being a train not coupled to the host train or the controlled train, the position auxiliary information comprising coupling request information, coupling state information and coupling train marshalling; screening and calculating target trains in a jurisdictional range of a ground area control device according to an axle counting occupation state and the safety envelope to obtain a screening state of the first train, the target trains comprising the host train and the common train, and the screening state of the controlled train being determined according to the screening state of the host train; 3. The train tracking method in the moving block mode according to claim 1, characterized by, calculating an occupation state of a logical section in the jurisdictional range according to the axle counting occupation state, the screening state and the list of logical sections; performing UT conduction and section adhesion calculation on a first logical section, updating the screening state in the jurisdictional range, the first logical section comprising a logical section in a safety envelope of a degraded host train, a logical section in a target jurisdictional range of an external device with communication interruption of the ground area control device and a logical section corresponding to a target boundary, the target boundary comprising a line entry of train operation and a handover boundary of a target ground area control device adjacent to the ground area control device; updating the occupation state of the logical section in the jurisdictional range; sending a movement authority or a first control command to the target train, sending a second control command to the controlled train, and extending or retracting an end point of the movement authority of the target train according to the updated occupation state of the logical section in the jurisdictional range, the start point of the movement authority being determined according to the safety envelope of the target train, the first control command being used to control emergency braking of the target train, and the second control command being used to maintain the communication state of the controlled train with the ground area control device. The method comprises the following steps: determining a safety envelope of the first train and a list of logical sections occupied by the safety envelope according to position report information of the first train and position auxiliary information, the first train comprising a host train, a controlled train and a common train, the host train and the controlled train being flexible marshalling trains, and the common train being a train not coupled to the host train or the controlled train, the position auxiliary information comprising coupling request information, coupling state information and coupling train marshalling; screening and calculating target trains in a jurisdictional range of a ground area control device according to an axle counting occupation state and the safety envelope to obtain a screening state of the first train, the target trains comprising the host train and the common train, and the screening state of the controlled train being determined according to the screening state of the host train; calculating an occupation state of a logical section in the jurisdictional range according to the axle counting occupation state, the screening state and the list of logical sections; performing UT conduction and section adhesion calculation on a first logical section, updating the screening state in the jurisdictional range, the first logical section comprising a logical section in a safety envelope of a degraded host train, a logical section in a target jurisdictional range of an external device with communication interruption of the ground area control device and a logical section corresponding to a target boundary, the target boundary comprising a line entry of train operation and a handover boundary of a target ground area control device adjacent to the ground area control device; updating the occupation state of the logical section in the jurisdictional range; sending a movement authority or a first control command to the target train, sending a second control command to the controlled train, and extending or retracting an end point of the movement authority of the target train according to the updated occupation state of the logical section in the jurisdictional range, the start point of the movement authority being determined according to the safety envelope of the target train, the first control command being used to control emergency braking of the target train, and the second control command being used to maintain the communication state of the controlled train with the ground area control device. According to the safety envelope and the axle occupation state, a screening state of a target train meeting a head screening condition is set as a head screening completed state, and a screening state of a target train not meeting the head screening condition is set as a head screening incomplete state, the head screening condition including that a head of the target train has no hidden train in a front boundary of a current axle, the current axle being an axle where the target train is located, and the front boundary being a boundary of the current axle in front of a running direction of the target train; According to the safety envelope and the axle occupation state, a screening state of a target train meeting a tail screening condition is set as a tail screening completed state, and a screening state of a target train not meeting the tail screening condition is set as a tail screening incomplete state, the tail screening condition including that a tail of the target train has no hidden train in a rear boundary of the current axle, the rear boundary being a boundary of the current axle in rear of the running direction of the target train; According to the screening state of the target train and the screening state of the controlled train, a screening state of the first train is determined.

4. The train tracking method in the moving block mode according to claim 1, wherein The calculation of the occupation state of the logical section in the jurisdiction range according to the axle occupation state, the screening state and the logical section list comprises: For a second train with the screening state of the head screening completed state, if a first preset condition is met, an occupation state of a logical section where a maximum safety front end of the second train is located is set as an AT occupation, otherwise, an occupation state of a logical section where a safety envelope of a third train is located is set as the AT occupation, and an occupation state of a logical section where a safety envelope of a fourth train is set as a UT occupation, the first preset condition being that the maximum safety front end and a minimum safety rear end in the safety envelope of the second train are located in different logical sections in the logical section list, the third train being a train in the second train with the screening state including the tail screening completed state, and the fourth train being a train in the second train with the screening state including the tail screening incomplete state; A first non-AT occupied logical section in a front boundary range of a previous logical section of a logical section where the maximum safety front end in the safety envelope of the second train is located to the current axle is set as idle, and terminated at a first AT occupied or UT occupied or UT+ARB occupied logical section; for the fifth train whose screening state is the tail screening completed state, if a second preset condition is met, setting an occupation state of a logical section where a minimum safe rear end in a safety envelope of the fifth train is located as the AT occupation, otherwise, setting an occupation state of a logical section where a safety envelope of a sixth train is located as the AT occupation, setting an occupation state of a logical section where a safety envelope of a seventh train is located as the UT occupation, the second preset condition being that the minimum safe rear end and a maximum safe front end in the safety envelope of the fifth train are located in different logical sections in the list of logical sections, the sixth train being a train in the fifth train whose screening state is the head screening completed state, the seventh train being a train in the fifth train whose screening state includes the head screening incomplete state; setting a first non-AT occupied logical section in a rear boundary range of a last logical section of the minimum safe rear end in the safety envelope of the fifth train to idle, and ending at a logical section where a first AT occupation or UT occupation or UT+ARB occupation is located; for the eighth train whose screening state is the head screening incomplete, setting an occupation state of a logical section in a range from a first start section to a first end section as the UT occupation, the first start section being a logical section where a maximum safe front end in a safety envelope of the eighth train is located, the first end section being a first non-idle logical section in front of the eighth train running direction of a track section where the first start section is located; in a case of first adjacent track section occupation, setting an occupation state of a logical section in a range from a second start section to a second end section as the UT occupation, the first adjacent track section being a track section adjacent to a logical section where a head of the eighth train is located, the second start section being a first logical section at a start end of the first adjacent track section, the second end section being a first non-idle logical section in front of the eighth train running direction of a track section where the second start section is located; for the ninth train whose screening state is the tail screening incomplete, setting an occupation state of a logical section in a range from a third start section to a third end section as the UT occupation, the third start section being a logical section where a minimum safe rear end in a safety envelope of the ninth train is located, the third end section being a first non-idle logical section in rear of the ninth train running direction of a track section where the third start section is located; in a case of second adjacent track section occupation, setting an occupation state of a logical section in a range from a fourth start section to a fourth end section as the UT occupation, the second adjacent track section being a track section adjacent to a logical section where a tail of the ninth train is located, the fourth end section being a first non-idle logical section in front of the ninth train running direction of a track section where the fourth start section is located; In the case that the current cycle is a clear state and the previous cycle is an occupied state, and it is determined that the occupied state is not caused by the delay of the location report information, starting an ARB determination timer, and setting the logical section in the axle corresponding to the occupied state to an ARB state after the ARB determination timer reaches a configured time.

5. The train tracking method in the moving block mode according to claim 1, wherein The UT propagation and section adhesion calculation on the first logical section and the updating of the screening state in the jurisdiction include: In the case that the host train is degraded or deregistered, setting the screening state of the host train to a head screening incomplete state and a tail screening incomplete state, and setting the logical section in the safety envelope of the host train to a UT occupied state; Setting the occupied state of the logical section in the current axle according to whether the logical section in the range from the maximum safety front end in the safety envelope of the first train to the end of the current axle and the range from the minimum safety rear end of the first train to the start of the current axle is idle; In the case that it is determined that the communication between the ground zone control device and the interlocking device is interrupted, setting the occupied state of the logical section in the range corresponding to the interlocking device to a UT occupied state; In the case that it is determined that the communication between the ground zone control device and the target ground zone control device is interrupted, setting the occupied state of the logical section in the overlapping area range to a UT occupied state, and setting the first axle occupied state connected to the handover boundary to a UT possible, the overlapping area range being determined according to the area where the jurisdiction of the ground zone control device overlaps with the jurisdiction of the target ground zone control device, and the first axle occupied state being calculated by the zone controller; Setting the occupied state of the logical section where the line entrance is located to a UT possible; In the case that the occupied state of the logical section inside the ground zone control device is a UT possible, and the axle occupied state is an occupied state, setting the occupied state of the logical section of the axle corresponding to the occupied state to a UT occupied state, and performing UT propagation and the section adhesion calculation. The external device includes the interlocking device and the target ground zone control device, and the target jurisdiction includes the range corresponding to the interlocking device and the overlapping area range of the target ground zone control device.

6. The train tracking method in the moving block mode according to claim 1, wherein The updating of the occupied state of the logical section in the jurisdiction includes: The updating of the occupied state of the logical section in the jurisdiction according to the occupied state of the first logical section, the occupied state of the first logical section being obtained by performing UT propagation and the section adhesion calculation on the first logical section.

7. A train tracking system in a moving block mode, characterized by The method includes: The first acquisition module, the second acquisition module, the third acquisition module, the first updating module, the second updating module, and the train control module. The first obtaining module is configured to determine a safety envelope of the first train and a list of logical sections occupied by the safety envelope according to position report information of the first train and position auxiliary information, the first train including a host train, a controlled train and a common train, the host train and the controlled train being flexible marshalling trains, and the common train being a train not coupled to the host train or the controlled train, the position auxiliary information including coupling request information, coupling state information and coupling train marshalling; The second obtaining module is configured to perform screening calculation on a target train in a jurisdictional range of a ground zone control device according to an axle counting occupation state and the safety envelope, to obtain a screening state of the first train, the target train including the host train and the common train, and the screening state of the controlled train being determined according to the screening state of the host train; The third obtaining module is configured to calculate an occupation state of a logical section in the jurisdictional range according to the axle counting occupation state, the screening state and the list of logical sections; The first updating module is configured to perform UT conduction and section adhesion calculation on a first logical section, and update the screening state in the jurisdictional range, the first logical section including a logical section in a safety envelope of a degraded host train, a logical section in a target jurisdictional range of an external device with communication interruption of the ground zone control device, and a logical section corresponding to a target boundary, the target boundary including a line entry of train operation and a handover boundary of a target ground zone control device adjacent to the ground zone control device; The second updating module is configured to update the occupation state of the logical section in the jurisdictional range; The train control module is configured to send a movement authority or a first control command to the target train, send a second control command to the controlled train, and control extension or retraction of an end point of the movement authority of the target train according to the updated occupation state of the logical section in the jurisdictional range, the start point of the movement authority being determined according to the safety envelope of the target train, the first control command being used to control emergency braking of the target train, and the second control command being used to maintain a communication state of the controlled train with the ground zone control device.

8. An electronic device comprising a processor and a memory having a computer program stored therein, characterized in that, The processor executes the computer program to implement the train tracking method in the moving block mode according to any one of claims 1 to 6. 9.A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to implement the train tracking method in the moving block mode according to any one of claims 1 to 6.

10. A computer program product comprising a computer program, characterized in that, The computer program is executed by the processor to implement the train tracking method in the moving block mode according to any one of claims 1 to 6.

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