Train radar blind area monitoring and train safe operation method

Abstract

The application discloses a train radar blind area monitoring and train safe operation method, and relates to the technical field of track traffic, and comprises the following steps: communicating with trackside radars in real time to determine whether there is a fault radar; analyzing whether there is a radar blind area according to the position and quantity of the fault radars in the line; and adjusting the operation of the train accordingly. The application communicates with the trackside radars in real time to obtain the quantity and position information of the fault radars, judges whether there is a radar blind area and the range of the radar blind area, and then determines whether to adjust the operation mode of the train, thereby improving the safety of train operation and ensuring the passing efficiency of the train.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a method for monitoring train radar blind spots and ensuring safe train operation. Background Technology

[0002] With the development of rail transit technology, the safety requirements for train operation are becoming increasingly stringent. Trains typically communicate with the OC system using LTE communication and secondary radar communication. When LTE communication fails, communication with the OC relies on the secondary radar system. The secondary radar system consists of several trackside radars distributed along the track.

[0003] When a radar malfunctions, the onboard radar cannot communicate with the faulty radar, affecting train operation safety. However, if only some radars malfunction, it may not create a radar blind spot and therefore may not affect train operation safety. Indiscriminately altering train operations when only some radars malfunction could actually reduce train throughput.

[0004] Therefore, it is necessary to monitor radar blind spots and adjust train operations based on the detection results to ensure traffic safety and efficiency. Summary of the Invention

[0005] This invention provides a method for monitoring train radar blind spots and ensuring safe train operation. Based on the number and distribution of faulty radars, the method analyzes radar blind spots, adjusts train operation, and improves train traffic efficiency and safety.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0007] A method for monitoring train radar blind spots and ensuring safe train operation includes the following steps:

[0008] S1: Communicates with the trackside radar in real time and receives the trackside radar self-test information;

[0009] S2: Determine if there is a faulty radar based on the radar self-test information;

[0010] S3: If there is no faulty radar, it is determined that there is no radar blind spot, and the train continues to operate normally; if there is a faulty radar, it is analyzed whether there is a radar blind spot based on the location and number of faulty radars on the track.

[0011] S4: If the analysis result indicates no radar blind spot, the train continues to operate normally; if the analysis result indicates a radar blind spot, the train operation is adjusted according to the range of the radar blind spot.

[0012] In step S3, if there are continuously faulty radars, the specific analysis steps for each continuously faulty radar are as follows:

[0013] Determine whether the radar system experiencing continuous malfunctions includes a radar system at the end of a ditch.

[0014] If the radar at the end of the line is not included, the number of continuously faulty radars at that location is used to determine whether there is a radar blind zone and to calculate the range of the radar blind zone at that location.

[0015] If the location includes a dead-end radar, determine the number of continuously faulty radars at that location and the location of the dead-end radars included in the continuously faulty radars at that location; based on the number and location, determine whether there is a radar blind zone at that location and calculate the range of the radar blind zone at that location.

[0016] When analyzing each continuously faulty radar, if the continuously faulty radar includes a dead-end radar, the number of continuously faulty radars n≥3, and the first faulty radar in the continuously faulty radar is a dead-end radar, then it is determined that there is a radar blind zone at that location. The radar blind zone starts from the first faulty dead-end radar at that location and ends at the (n-1)th faulty radar at that location.

[0017] When analyzing each continuously faulty radar, if the continuously faulty radar contains a dead-end radar, the number of continuously faulty radars n≥3, and the last faulty radar in the continuously faulty radar is a dead-end radar, then it is determined that there is a radar blind zone in that location. The radar blind zone starts from the (n-1)th faulty radar in the continuously faulty radar and ends at the last faulty dead-end radar in that location.

[0018] When analyzing each continuously faulty radar, if the continuously faulty radar contains two end-line radars, it is determined that there is a radar blind zone. The radar blind zone starts from the first faulty end-line radar and ends at the last faulty end-line radar.

[0019] When analyzing each continuously faulty radar, if the continuously faulty radar at that location includes a dead-end radar and the number of continuously faulty radars at that location n < 3, then it is determined that there is no radar blind zone at that location.

[0020] When analyzing each continuously failing radar, if the continuously failing radar does not include the dead-end radar,

[0021] If the number of consecutively faulty radars n≥4, it is determined that there is a radar blind zone at this location. The range of the radar blind zone starts from the second faulty radar in the consecutively faulty radars at this location and ends at the (n-1)th faulty radar in the consecutively faulty radars at this location.

[0022] If the number of consecutively faulty radars, n, is less than 3, then there is no radar blind zone at that location.

[0023] If a radar blind spot exists, train operation should be adjusted as follows:

[0024] Determine if there are communication trains within the radar blind zone;

[0025] If there is no communication train in the radar blind zone, the subsequent TACS-level train will operate normally, and the radar backup-level train will stop in front of the radar blind zone.

[0026] If there is an LTE communication train in the radar blind zone, the LTE communication train will continue to travel according to the existing mobility authorization. After the LTE communication train passes through the radar blind zone, the subsequent TACS-level trains will operate normally, and the radar backup-level trains will stop in front of the radar blind zone.

[0027] If there is a radar backup train in the radar blind zone, the radar backup train will be downgraded to a manual train. Once a manually driven RM train with LTE communication passes through the radar blind zone, the subsequent TACS train will operate normally, and the radar backup train will stop before the radar blind zone; or after the faulty radar is restored, the subsequent train can run normally.

[0028] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0029] This invention communicates with trackside radar in real time, obtains the number and location information of faulty radars based on radar self-testing, and determines whether there are radar blind spots and the range of radar blind spots. Then, it decides whether to adjust the train operation mode. This can not only detect radar blind spots in time and adjust train operation to improve the safety of train operation, but also ensure the efficiency of train traffic and allow the train to operate normally in the case of partial radar failure. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the radar distribution according to the present invention;

[0031] Figure 2 This is a flowchart of the blind zone analysis process of this invention;

[0032] Figure 3 This is a schematic diagram illustrating the operating principle of the radar-protected train according to the present invention.

[0033] In the diagram: 1. Radar 1, 2. Radar 2, 3. Radar 3, 4. Radar 4, 5. Radar 5, 6. Radar 6, 7. Radar 7. Detailed Implementation

[0034] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. The described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0035] like Figures 1 to 3As shown in the figure, the train radar blind spot monitoring and train safe operation method provided by the embodiment of the present invention is as follows.

[0036] First, detect which trackside radars are malfunctioning, and then analyze whether the malfunctioning radar will cause radar blind spots on the line.

[0037] The trackside radar communicates with the central radar server in real time. When a radar fault is detected during the radar self-test, the central radar server determines the operating condition of the radar equipment by checking the communication status with the radar and the results of the radar self-test, thereby identifying the radar that has malfunctioned.

[0038] The central radar server monitors the communication status and equipment condition of the trackside radars in real time. Combined with the trackside radar array layout and line data, it monitors radar blind spots along the line. If all trackside radars are functioning well, there are no radar blind spots. If some trackside radars malfunction, radar blind spot analysis is performed. Generally, radars located at the ends of a line are called end-line radars. The one-way detection range of each radar is twice the radar spacing. To more clearly describe this scheme, as... Figure 1 As shown, taking seven radars along the line as an example, the seven radars are named Radar 1, Radar 2, Radar 3, Radar 4, Radar 5, Radar 6, and Radar 7 in sequence. Among them, Radar 1 and Radar 7 are both end-line radars.

[0039] Depending on whether there is a radar malfunction at the end of the line, the scenarios can be divided into the following two categories:

[0040] I. Among the continuously faulty radars, there are no end-line radars (i.e., Radar-1 and Radar-7-7 are fault-free):

[0041] In this scenario, if the number of continuously faulty radars is less than four, there is no radar blind spot; if the number of continuously faulty radars is four or more, the location of the blind spot needs to be determined by analyzing the line data.

[0042] 2. Continuous fault radars include dead-end radars (i.e., radar 1 or radar 7 is faulty): If the number of continuously faulty radars is less than three, there is no radar blind spot; if the number of continuously faulty radars is three or more, the location of the blind spot needs to be analyzed in conjunction with the line data.

[0043] The central radar server sends the start and end positions of the blind zone to the OC system or ATS system, which then adjusts train operation based on the blind zone conditions.

[0044] Here, we will first analyze the formation of radar blind spots:

[0045] When only one radar malfunctions (including cases where the radar at the end of the radar spectrum malfunctions), there is no radar blind zone. Taking the malfunction of Radar 2 as an example, since the detection range of a radar is twice the radar spacing, even if Radar 2 malfunctions, its detection area can still be covered by Radar 1 and Radar 3, so there is no radar blind zone.

[0046] When the faulty radars are distributed at intervals, no matter how many radars fail, the detection range of the faulty radar can be covered by the adjacent fault-free radars, so there is no radar blind zone.

[0047] There is no radar blind zone when at most two consecutive radars fail, while other radars are either functioning normally or experiencing intermittent failures. For example, if radars 2 and 3 fail consecutively, their detection areas can be completely covered by radars 1 and 4. Even if other radars fail intermittently, their adjacent normal radars can cover the detection range of the failed radars; therefore, there is no radar blind zone.

[0048] There is no radar blind zone when a maximum of three radars fail consecutively, and none of the failed radars are at the end of the radar spectrum. Taking the failure of radars 2, 3, and 4 as an example, the detection areas of radars 2, 3, and 4 can be covered by radars 1 and 5, so there is no radar blind zone.

[0049] When a maximum of three consecutive radars fail, and the radars that fail consecutively include a dead-end radar, a radar blind zone exists. The range of the radar blind zone is between the failed dead-end radar and the adjacent radar.

[0050] When up to four consecutive radars malfunction, a radar blind zone exists. This can be further divided into two scenarios depending on whether the malfunctioning radars include a radar operating at the edge of the radar spectrum. If the radar operating at the edge of the radar spectrum does not include radar operating at the edge of the radar spectrum, taking the malfunction of radars 2, 3, 4, and 5 as an example: the detection area between radar 1 and 3 is covered by radar 1; the detection area between radar 4 and 6 is covered by radar 6; however, the detection area between radar 3 and 4 is not covered, and this area is the radar blind zone. If the radar operating at the edge of the radar spectrum does include radar operating at the edge of the radar spectrum, taking the malfunction of radars 1, 2, 3, 4, and 5 as an example: radar 5 covers the detection area between radar 3 and 5, but the detection area between radar 1 and 3 is not covered, and this area is the radar blind zone.

[0051] When there are more than four continuously faulty radars, the analysis method is the same as above.

[0052] It should be noted that there may be multiple radars with consecutive failures along the entire line, and each radar with consecutive failures needs to be analyzed.

[0053] In summary, the analysis of radar blind spot locations can be divided into two main categories based on whether each series of faulty radars includes a dead-end radar:

[0054] If the continuously failing radar at this location does not have a dead-end radar, it is further divided into the following subcategories:

[0055] 1. The number of consecutive radar failures is n (n≥4):

[0056] Radar blind zone start location: The line location of the second faulty radar in a series of radar failures at this location;

[0057] Radar blind zone termination location: The line location of the (n-1)th faulty radar in the series of radar failures at this location.

[0058] 2. If the number of consecutive radar failures at this location is less than four, then there is no radar blind spot.

[0059] If the continuously failing radars at this location include radars at the end of a dead end, then they are further divided into the following subcategories:

[0060] 1. The number of consecutively faulty radars at this location is greater than or equal to three, including only one end-line radar, and the first faulty radar is an end-line radar:

[0061] Blind spot starting position: The location of the first faulty radar (end-of-line radar) at this point;

[0062] Blind zone termination location: The location of the line of the (n-1)th faulty radar at this location.

[0063] 2. The number of consecutively faulty radars at this location is greater than or equal to three, and includes only one end-line radar, with the last faulty radar being an end-line radar:

[0064] Blind spot starting position: The location of the line of the (n-1)th faulty radar at this location;

[0065] Blind zone termination location: The location of the last faulty radar (end-of-line radar) at this location.

[0066] 3. The location has an arbitrary number of continuously malfunctioning radars, including two radars at the end of the line, meaning all radars are malfunctioning:

[0067] Blind spot starting position: the location of the line of the first faulty radar (end-of-line radar);

[0068] Blind zone termination location: The location of the last faulty radar (end-of-line radar);

[0069] 4. The number of continuously faulty radars at this location is less than three, and there is no radar blind spot. In this case, the total number of radars must be at least three. If there are only two radars in total, then there will still be a radar blind spot when there are two continuously faulty radars. However, this situation does not exist in actual applications because there cannot be only two radars on the line, and two radars cannot cover the entire line.

[0070] The calculations of the blind zone start and end positions above are based on the description of the locations of the continuously faulted radars. A line may have several continuously faulted radar segments. For each continuously faulted radar segment, the above classification analysis is performed separately to calculate whether the continuously faulted radar at that location generates a radar blind zone and to calculate the range of that radar blind zone. The radar blind zone of the entire line is the set of the radar blind zones of these segments.

[0071] When the central radar server detects a radar blind spot, it reports the blind spot information to the OC system. The OC system then determines whether there is a train in the blind spot based on previous train communication information and takes different safety operation actions accordingly.

[0072] If no communication train (including communication trains or trains not detected by the central radar server) precedes the blind zone, the OC system considers the blind zone to be empty, equivalent to an axle count ARB (Axle count ARB refers to a section where the axle counter is faulty and the section is actually empty but the axle counter counts it as having a train). Subsequent TACS-level trains are not affected. Radar backup level trains stop before the blind zone.

[0073] If an LTE-enabled train is located within the blind zone, it will not affect the train and will continue operating under its existing mobility license. After the communication train passes the blind zone, the OC system will consider that there are no trains in the blind zone (equivalent to ARB axle count), and subsequent TACS-level trains will not be affected. Radar backup-level trains will stop before the blind zone.

[0074] If a radar backup train is located within the blind zone, the OC system will automatically generate a protected zone after communication with the train is interrupted, and the train will be downgraded to manual protection. The OC system considers a train to be in the blind zone, and subsequent trains cannot enter the blind zone. In this case, a manually driven RM train with LTE communication must pass through the blind zone, or the secondary radar base station must be restored before the OC system can consider the blind zone empty.

[0075] like Figure 3As shown, the radar backup level safety protection principle is as follows: When the train's LTE vehicle-to-ground communication is lost and the radar system is normal, the train applies emergency braking to a stop. The train's brain interacts with the ground via the radar equipment. After the dispatcher confirms authorization and designates a destination, the train is downgraded to radar backup level, and the driving mode is RFAM mode. The resources registered before the downgrade remain valid, and the train can calculate its movement authorization and proceed to its current destination. The OC system automatically generates a train safety envelope based on the train's position and sends this information to subsequent trains. The destination tracked by the following train is the safe rear of the train, ensuring the safety of train operation. If the dispatcher changes the plan, clears the current driving resources, and issues a new destination, the train registers resources with the OC system according to the new destination.

[0076] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit and essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0077] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A method for monitoring train radar blind spots and ensuring safe train operation, characterized in that, Includes the following steps: S1: Communicates with the trackside radar in real time and receives the trackside radar self-test information; S2: Determine if there is a faulty radar based on the radar self-test information; S3: If there is no faulty radar, it is determined that there is no radar blind spot, and the train continues to operate normally; if there is a faulty radar, it is analyzed whether there is a radar blind spot based on the location and number of faulty radars on the track. S4: If the analysis result indicates no radar blind spot, the train will continue to operate normally; if the analysis result indicates a radar blind spot, the train's operation will be adjusted according to the range of the radar blind spot. In step S3, if there are continuously faulty radars, the specific analysis steps for each continuously faulty radar are as follows: To determine whether the radar system with continuous faults includes end-line radars, radars located at the ends of a line are called end-line radars; the unidirectional detection range of each radar is twice the radar spacing distance. If the radar at the end of the line is not included, the number of continuously faulty radars at that location is used to determine whether there is a radar blind zone and to calculate the range of the radar blind zone at that location. If the location includes a dead-end radar, determine the number of continuously faulty radars at that location and the location of the dead-end radars included in the continuously faulty radars at that location; based on the number and location, determine whether there is a radar blind zone at that location and calculate the range of the radar blind zone at that location.

2. The method for monitoring train radar blind spots and ensuring safe train operation as described in claim 1, characterized in that, When analyzing each continuously faulty radar, if the continuously faulty radar includes a dead-end radar, the number of continuously faulty radars n≥3, and the first faulty radar in the continuously faulty radar is a dead-end radar, then it is determined that there is a radar blind zone at that location. The radar blind zone starts from the first faulty dead-end radar at that location and ends at the (n-1)th faulty radar at that location.

3. The method for monitoring train radar blind spots and ensuring safe train operation as described in claim 1, characterized in that, When analyzing each continuously faulty radar, if the continuously faulty radar contains a dead-end radar, the number of continuously faulty radars n≥3, and the last faulty radar in the continuously faulty radar is a dead-end radar, then it is determined that there is a radar blind zone in that location. The radar blind zone starts from the (n-1)th faulty radar in the continuously faulty radar and ends at the last faulty dead-end radar in that location.

4. The method for monitoring train radar blind spots and ensuring safe train operation as described in claim 1, characterized in that, When analyzing each continuously faulty radar, if the continuously faulty radar contains two dead-end radars, it is determined that there is a radar blind zone at that location. The radar blind zone starts from the first dead-end radar that failed and ends at the last dead-end radar that failed.

5. The method for monitoring train radar blind spots and ensuring safe train operation as described in claim 1, characterized in that, When analyzing each continuously faulty radar, if the continuously faulty radar at that location includes a dead-end radar and the number of continuously faulty radars at that location n < 3, then it is determined that there is no radar blind zone at that location.

6. The method for monitoring train radar blind spots and ensuring safe train operation as described in claim 1, characterized in that, When analyzing each continuously failing radar, if the continuously failing radar does not include the dead-end radar, If the number of consecutively faulty radars n≥4, then it is determined that there is a radar blind zone at that location. The range of the radar blind zone starts from the second faulty radar in the consecutively faulty radars at that location and ends at the (n-1)th faulty radar in the consecutively faulty radars at that location.

7. The method for monitoring train radar blind spots and ensuring safe train operation as described in claim 1, characterized in that, When analyzing each continuously faulty radar, if the number of continuously faulty radars at that location does not include a dead-end radar, and if the number of continuously faulty radars at that location n < 3, then there is no radar blind zone at that location.

8. The method for monitoring train radar blind spots and ensuring safe train operation as described in claim 1, characterized in that, If a radar blind spot exists, train operation should be adjusted as follows: Determine if there are communication trains within the radar blind zone; If there is no communication train in the radar blind zone, the subsequent TACS-level train will operate normally, and the radar backup-level train will stop in front of the radar blind zone. If there is an LTE communication train in the radar blind zone, the LTE communication train will continue to travel according to the existing mobility authorization. After the LTE communication train passes through the radar blind zone, the subsequent TACS-level trains will operate normally, and the radar backup-level trains will stop in front of the radar blind zone. If there is a radar backup train in the radar blind zone, the radar backup train will be downgraded to a manual train. Once a manually driven RM train with LTE communication passes through the radar blind zone, the subsequent TACS train will operate normally, and the radar backup train will stop before the radar blind zone; or after the faulty radar is restored, the subsequent train will run normally.

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