Method and apparatus for determining a fail-safe area

Abstract

The application provides a method and device for determining a fault protection area. The method for determining the fault protection area comprises the following steps: when it is determined that a target train loses communication, determining a position last sent by the target train; determining a starting section in which the target train loses communication based on the position; and determining the starting section and a section in front of the starting section, through which the target train will pass, as the fault protection area in the driving direction of the target train. Since the sections through which the target train travels are no longer determined by track circuits, but are determined by the position last sent by the target train, the fault protection area is determined and set according to the path through which the target train may travel in the corresponding section in the determination of the fault protection area, and the fault protection area is no longer dependent on detection equipment such as an occupied track circuit, thereby reducing the cost of setting the fault protection area and expanding the use range of the fault protection area.

Description

Technical Field

[0001] This application relates to the field of railway transportation technology, and in particular to a method and apparatus for determining fault protection zones. Background Technology

[0002] In railway operations, train tracking and control are required at intervals to ensure the safe operation of all trains on the railway. The specific procedure for train control is as follows: Trains, based on satellite positioning, transmit their location to the Radio Block Center (RBC). The RBC uses each section of the track as the basic unit, combining ground track conditions, preceding signals, and the position of the train ahead, to calculate the train's Moving Authorization (MA), and sends the corresponding MA to the train. Once the train receives the MA from the RBC, it can travel within the designated section. The train transmits its real-time location to the RBC at regular intervals, and the RBC sends the corresponding MA to the train based on its position. This process is repeated to achieve RBC control of train operation.

[0003] During train operation, communication with the Track Control Center (RBC) may sometimes be lost. The RBC then cannot promptly determine the train's position and therefore cannot calculate the Moving Average (MA). Simultaneously, the train also loses the MA for the corresponding section, essentially driving blindly on the track, endangering the safety of trains ahead and behind. In such cases, a fault protection zone needs to be established for the train that has lost communication. This fault protection zone can consist of several sections, which are set to a fault-occupied state, preventing preceding and following trains from entering the zone and ensuring the safety of the train and its preceding and following trains. The current method for calculating the fault protection zone is as follows: When the RBC loses communication with the train, it determines the section occupied by the train through the track circuit. Then, based on the train's direction of travel, it determines the sections ahead of the occupied section and the sections the train will subsequently travel to. These occupied sections and the determined sections are then used as the fault protection zone and set to a fault-occupied state.

[0004] However, laying circuits on the track to detect train occupancy requires frequent testing and maintenance, resulting in high maintenance costs and increasing the cost of setting up a train fault protection zone for lost communication. Summary of the Invention

[0005] The purpose of this application is to provide a method and apparatus for determining fault protection zones, so as to reduce the cost of setting up fault protection zones for lost communication trains.

[0006] To address the aforementioned technical problems, this application provides the following technical solutions:

[0007] The first aspect of this application provides a method for determining a fault protection zone, the method comprising: when it is determined that a target train has lost communication, determining the location of the target train's most recent transmission; determining the starting segment of the target train's lost communication based on the location; and determining the starting segment and the segment that the target train will pass through ahead of it as a fault protection zone in the direction of travel of the target train.

[0008] Compared to existing technologies, the fault protection area determination method provided in the first aspect of this application, in the event of communication loss with the target train, no longer determines certain sections of the target train's route through the track circuit. Instead, it determines certain sections of the target train's route by the location of the target train's most recent transmission when communication with the target train was present, and then sets these sections as fault protection areas. Since the use of the track circuit is skipped, there is no need to specifically inspect and repair the track circuit in setting up fault protection areas for trains with lost communication, saving track circuit maintenance costs. Furthermore, the train's location can be obtained during normal train tracking without the need for additional equipment. Therefore, it can reduce the cost of setting up fault protection areas for trains with lost communication.

[0009] In some modified embodiments of the first aspect of this application, determining the starting section and the section that the target train will pass through ahead of it as a fault protection area in the direction of travel of the target train includes: determining the target section that the target train will pass through based on the section ahead of the starting section and the switch status in the direction of travel of the target train; and determining the starting section and the target section as a fault protection area.

[0010] When determining the section that the target train will pass through, the condition of the section and turnouts ahead of the starting section can characterize the actual condition of the target train's track. Therefore, by using the condition of the section and turnouts ahead of the starting section, the section that the target train will pass through can be determined more accurately, thereby improving the accuracy of fault protection zone settings.

[0011] In some modified embodiments of the first aspect of this application, determining the target section that the target train will pass through based on the section and turnout status ahead of the starting section in the direction of travel of the target train includes: determining a first object ahead of the starting section in the direction of travel of the target train, wherein the first object is one of a section and a turnout; when the first object is a section, determining the section corresponding to the first object as the first target section; when the first object is a turnout, determining the section indicated by the turnout corresponding to the first object as the first target section; and determining a second object ahead of the first object, wherein the second object is one of a section and a turnout. One; when the second object is a section, the section corresponding to the second object is determined as the second target section; when the second object is a turnout, the section indicated by the turnout corresponding to the second object is determined as the second target section; determine the nth object in front of the (n-1)th object, the nth object being either a section or a turnout; when the nth object is a section, the section corresponding to the nth object is determined as the nth target section; when the nth object is a turnout, the section indicated by the turnout corresponding to the nth object is determined as the nth target section; the first target section, the second target section, and the nth target section are determined as the target section.

[0012] When determining the target section that the target train will pass through based on the sections ahead of the starting section and the status of the turnouts, starting from the starting section, the sections ahead of it are determined one by one. When a turnout is encountered, the section indicated by the turnout is determined until all sections are determined. This can avoid missing some sections in the process of determining the target section and ensure that the fault protection area is set up comprehensively.

[0013] In some modified embodiments of the first aspect of this application, determining the section indicated by the turnout corresponding to the first object as the first target section includes: determining the state of the turnout corresponding to the first object, wherein the state is one of a fixed state, an inverted state, and a lost state; when the state is a fixed state, determining the section of the turnout corresponding to the first object in the first direction as the first target section; when the state is an inverted state, determining the section of the turnout corresponding to the first object in the second direction as the first target section; and when the state is a lost state, determining the sections of the turnout corresponding to the first object in the first direction and the second direction as the first target section.

[0014] By determining the corresponding sections based on the different states of the turnout, and when the turnout is out of service, both sections corresponding to the turnout are taken as target sections, which can fully predict the sections that the target train may travel to and improve the accuracy of fault protection zone settings.

[0015] In some modified embodiments of the first aspect of this application, before determining the target section that the target train will pass through based on the section and turnout status preceding the starting section in the direction of travel of the target train, the method further includes: adding the starting section to a queue; moving the starting section from the queue into a list; determining the target section that the target train will pass through based on the section and turnout status preceding the starting section in the direction of travel of the target train includes: for the starting section in the list, determining the target section that the target train will pass through based on the section and turnout status preceding the starting section in the direction of travel of the target train; after determining the target section that the target train will pass through based on the section and turnout status preceding the starting section in the direction of travel of the target train, the method further includes: adding the target section to the queue so that the target section can be moved from the queue into the list for the determination of the next section, until the queue is empty.

[0016] By adding the identified sections to the queue, and then retrieving sections from the queue and adding them to the list to determine the next section, the determination of each section is carried out in the order in which the target train may travel, avoiding the omission of one or more sections and ensuring the comprehensiveness of the fault protection area setting.

[0017] In some modified embodiments of the first aspect of this application, determining the target section that the target train will pass through based on the section and turnout status ahead of the starting section in the direction of travel of the target train includes: sequentially determining multiple areas and multiple turnouts ahead of the starting section in the direction of travel of the target train, until it is determined that the current section is the leading envelope of the target train, the current section is a preset fault protection area, or the current turnout indicates that the section ahead is not open, and then the section determined between the starting section and the current section or the current turnout is taken as the target section.

[0018] Based on the preceding train's envelope, the already established fault protection zone, and the switch indicating that the section ahead is not open, the determination of the next section will not continue. This is because, under the conditions of the preceding train's envelope, the already established fault protection zone, and the switch indicating that the section ahead is not open, the target train that has lost communication will not continue to move forward. The target section determined at this time is the section that the target train is most likely to travel to after losing communication. This avoids setting too many protection sections, reduces ineffective protection settings for each section, and reduces the impact on the normal operation of each section of the track.

[0019] In some modified embodiments of the first aspect of this application, after determining the starting section and the section that the target train will pass through ahead of it as a fault protection zone in the direction of travel of the target train, the method further includes: deactivating the fault protection zone when it is determined that the target train has resumed communication.

[0020] Once communication with the target train is restored, removing the previously set fault protection zone for the target train allows each section to resume normal operation, improving railway operating efficiency.

[0021] In some modified embodiments of the first aspect of this application, before determining the starting section and the section that the target train will pass through ahead of it as a fault protection area in the direction of travel of the target train, the method further includes: the Radio Block Center (RBC) receiving station turnout information and signal status information corresponding to the turnouts sent by the station interlocking equipment through a safety data network, so that the RBC determines the starting section and the section that the target train will pass through ahead of it as a fault protection area based on the information sent by the station interlocking equipment and the pre-configured station section information.

[0022] Since the station interlocking equipment directly controls the operating sections of each train within the station by controlling the turnouts, and the safety data network can ensure that the transmitted data information is not maliciously tampered with, the RBC can accurately obtain the sections that the target train will travel on next through the safety data network and the station interlocking equipment, ensuring the accuracy of the information on the subsequent operating sections of the target train, and thus ensuring the accuracy of the fault protection zone setting for the target train.

[0023] In some modified embodiments of the first aspect of this application, before determining the most recently transmitted position of the target train when it is determined that the target train has lost communication, the method further includes: the Radio Block Center (RBC) receiving the position information transmitted by the target train through a vehicle-to-ground wireless communication device; the RBC transmitting a train travel permit (MA) for the corresponding segment of the position information to the target train through the vehicle-to-ground wireless communication device.

[0024] When the target train and the RBC can communicate normally, the RBC interacts with the target train through the vehicle-to-ground wireless communication equipment to exchange location information and MA (Motion Controller). Due to the high transmission speed and high information transmission quality of the vehicle-to-ground wireless communication equipment, the RBC can obtain the real-time location of the target train, and then send MA to the target train more accurately based on the real-time location, thereby improving the accuracy of train interval tracking control.

[0025] A second aspect of this application provides a fault protection area determination device, the device comprising: a location determination module, configured to determine the location of the most recent transmission of the target train when it is determined that the target train has lost communication; a section determination module, configured to determine the starting section of the target train's lost communication based on the location; and a fault protection area determination module, configured to determine the starting section and the section that the target train will pass through ahead of it as a fault protection area in the direction of travel of the target train.

[0026] The fault protection area determination device provided in the second aspect of this application has the same beneficial effects as the fault protection area determination method provided in the first aspect, and will not be described again here. Attached Figure Description

[0027] The above and other objects, features, and advantages of exemplary embodiments of this application will become readily understood by reading the following detailed description with reference to the accompanying drawings. In the drawings, several embodiments of this application are illustrated by way of example and not limitation, with the same or corresponding reference numerals denoteing the same or corresponding parts, wherein:

[0028] Figure 1 This is a schematic diagram of the overall architecture of the fault protection area determination method in the embodiments of this application;

[0029] Figure 2 This is a flowchart illustrating the method for determining the fault protection area in the embodiments of this application. Figure 1 ;

[0030] Figure 3 This is a flowchart illustrating the method for determining the fault protection area in the embodiments of this application. Figure 2 ;

[0031] Figure 4 This is a schematic diagram of the target train's driving scenario in an embodiment of this application;

[0032] Figure 5 This is a schematic diagram of the queue, list, and target segment in the embodiments of this application;

[0033] Figure 6 This is a flowchart illustrating the method for determining the fault protection area in the embodiments of this application. Figure 3 ;

[0034] Figure 7 This is a flowchart illustrating the method for determining the fault protection area in the embodiments of this application. Figure 4 ;

[0035] Figure 8 This is a schematic diagram of the fault protection area determination device in the embodiments of this application. Figure 1 ;

[0036] Figure 9 This is a schematic diagram of the fault protection area determination device in the embodiments of this application. Figure 2 . Detailed Implementation

[0037] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0038] It should be noted that, unless otherwise stated, the technical or scientific terms used in this application shall have the ordinary meaning as understood by one of ordinary skill in the art to which this application pertains.

[0039] Currently, when an RBC detects a target train losing communication, the common practice is to determine the target train's location via track circuitry, then identify the sections it will subsequently be involved in, and designate these sections as fault-protected zones. However, the track circuitry requires continuous manual maintenance, increasing the cost of setting up fault-protected zones.

[0040] The inventors discovered through research that if the location of the target train that lost communication is no longer determined by the track circuit, but instead the location of the target train is estimated by the location of the most recent transmission, and the section in front of that location is set as a fault protection zone, then the track circuit can be eliminated without maintenance, saving the cost of maintaining the track circuit and thus reducing the cost of setting up the fault protection zone.

[0041] In view of this, embodiments of this application provide a method and apparatus for determining fault protection zones. When communication with a target train is lost, the method locates the location of the target train's most recent transmission and estimates, based on that location, some sections that the target train might subsequently travel on, and then sets these sections as fault protection zones. Since track circuits are no longer used to determine the location of the target train with lost communication, the maintenance costs of track circuits are eliminated, thereby reducing the cost of setting up fault protection zones.

[0042] First, the overall architecture of the fault protection area determination method provided in the embodiments of this application will be described.

[0043] Figure 1 This is a schematic diagram of the overall architecture of the fault protection area determination method in this application embodiment. See also: Figure 1As shown, the architecture may include: RBC 11, target train 12, and station interlocking equipment 13. RBC 11 is connected to target train 12 via vehicle-to-ground wireless communication equipment, and RBC 11 is connected to station interlocking equipment 13 via a safety data network.

[0044] When the target train 12 is able to communicate normally, the target train 12 sends its position to the RBC 11. The RBC 11 calculates the section that the target train 12 can travel on based on the position of the target train 12 and sends the MA of that section to the target train 12. The target train 12 travels in the corresponding section according to the MA.

[0045] In the event of a communication loss between the target train 12 and RBC 11, RBC 11 cannot obtain the current position of the target train 12. RBC 11 then retrieves the most recent position sent by the target train 12 from its previously received position data and designates the section containing that position as the starting section. RBC 11 obtains the status information of each section and turnout within the station from the station interlocking equipment 13, thereby determining the passable sections ahead of the starting section. The starting section and all passable sections ahead of it are designated as fault protection zones and set to fault occupancy.

[0046] Next, the process of determining the fault protection area provided in the embodiments of this application will be described in detail.

[0047] Figure 2 This is a flowchart illustrating the method for determining the fault protection area in the embodiments of this application. Figure 1 See Figure 2 As shown, the method may include:

[0048] S21: When it is determined that the target train has lost communication, determine the location of the target train's most recent transmission.

[0049] When the target train and the RBC are able to communicate normally, the target train will send its location to the RBC at regular intervals. If the RBC receives the location sent by the target train and does not receive a new location sent by the target train after a period of time, it can be determined that the target train and the RBC have lost communication.

[0050] After determining that the target train has lost communication with the RBC, the RBC selects the most recently received location from the locations of the target train to subsequently determine the target train's current position on the track.

[0051] For example, suppose train A sends position 1 to the RBC at time 1, position 2 at time 2, and position 3 at time 3. At time 4, the RBC does not receive the position sent by train A. At this point, it is determined that train A has lost communication. The RBC needs to find the most recent position sent by train A among positions 1, 2, and 3. Since time 3 is the closest to the current time, the most recent position sent by train A is position 3.

[0052] S22: Determine the starting segment where the target train lost communication based on its location.

[0053] In railways, each track is divided into multiple sections, and each section is required to have only one train running at a time within a preset period.

[0054] After determining the location of the target train's most recent transmission, it's possible that communication was lost after reaching that location. Further investigation is needed to pinpoint the specific section where that location fell; this section is the segment where the target train lost communication, and it represents the starting point of the communication loss.

[0055] For example, suppose we determine that train A's most recent transmission was at position 3. The track on which train A travels contains at least segments 1, 2, 3, ..., 10. Segment 1 covers positions 1-2, segment 2 covers positions 3-4, segment 3 covers positions 5-6, ..., and segment 10 covers positions 19-20. By comparison, we can determine that the segment from which train A lost communication was segment 2.

[0056] S23: In the direction of travel of the target train, the starting section and the section that the target train will pass through ahead are defined as the fault protection zone.

[0057] Between two stations, a train can travel in two directions: from station A to station B, and from station B to station A. During a single journey, a train can only travel in one direction: either from station A to station B, or from station B to station A.

[0058] After determining the target train's current direction of travel, starting from the initial section, the sections along that direction are the sections the target train will subsequently travel through. These sections, along with the initial section, constitute the area the target train will traverse after losing communication. This area is then designated as a fault protection zone and set to be occupied to prevent other vehicles from entering, ensuring the safety of the target train and trains ahead and behind it.

[0059] For example, suppose train A needs to travel from station A to station B. The distance between station A and station B includes segments 1, 2, 3, and 4. The segment where train A loses communication is segment 2. In this case, segments 2, 3, and 4 can be identified and set as fault protection zones.

[0060] It should be noted that railway lines are complex, and there may be different directions and different numbers of sections after the initial section. The direction and number of sections involved in the fault protection zone need to be determined based on the actual situation of the line, and no specific limit is made here.

[0061] As can be seen from the above, the fault protection area determination method provided in this application embodiment no longer determines some sections of the target train's route through the track circuit when communication with the target train is lost. Instead, it determines some sections of the target train's route by the location of the target train's most recent transmission when communication with the target train is present, and then sets these sections as fault protection areas. Since the use of the track circuit is skipped, there is no need to specifically inspect and repair the track circuit in the setting of fault protection areas for trains with lost communication, saving track circuit maintenance costs. The train's location can be obtained under normal train tracking conditions without the need for additional equipment. Therefore, the setting cost of fault protection areas for trains with lost communication can be reduced.

[0062] Furthermore, as a response to Figure 2 As a refinement and extension of the method shown, this application embodiment also provides a method for determining fault protection zones. The subject executing this method can be an RBC (Real-Time Blockchain). Figure 3 This is a flowchart illustrating the method for determining the fault protection area in the embodiments of this application. Figure 2 See Figure 3 As shown, the method may include:

[0063] S31: Receive station turnout information and corresponding signal status information from the station interlocking equipment via the safety data network.

[0064] The secure data network has a high level of security, ensuring that the data transmitted through it cannot be obtained or tampered with by third parties. Through the secure data network, the authenticity of various information received by the RBC from station interlocking equipment can be guaranteed.

[0065] Station interlocking equipment is used to manage train operation in different sections within a station, assigning different sections to corresponding trains. During this management process, the interlocking equipment stores information about all switches within the station (which switches exist) and the status information of the signals at the switches (indicating which section to proceed to after passing the switch). The interlocking equipment sends this information to the Track Controller (RBC), which then combines this information with the configured track logic section information, switch and logic section connection information to determine the specific track conditions within the station and calculate the Moving Average (MA) based on the target train's position.

[0066] The station interlocking equipment sends station turnout information and corresponding signal status information to the RBC via the safety data network. After receiving this information, the RBC, in conjunction with the configured station section information, can calculate the MA (Movement Access) for the target train and determine the fault protection zone based on this information, including the starting section where the target train lost communication and the sections that the target train might pass through ahead. This will be explained in detail later.

[0067] S32: Receives the location information sent by the target train through the vehicle-to-ground wireless communication equipment, and sends the corresponding section's driving permission (MA) to the target train.

[0068] The vehicle-to-ground wireless communication equipment enables information exchange between the operating target train and the Remote Control Center (RBC) in the control center. After the target train obtains its location information based on satellite positioning, it can transmit this information to the RBC via the vehicle-to-ground wireless communication equipment. Once the RBC receives the target train's location information, it can open the next segment to the target train by sending the MA (Mount Access Mark) of the next segment to the target train via the vehicle-to-ground wireless communication equipment. After receiving the MA, the target train can proceed to the next segment; otherwise, it will remain in the current segment.

[0069] S33: When it is determined that the target train has lost communication, determine the location of the target train's most recent transmission.

[0070] The specific implementation method is the same as that of step S21 above, and will not be repeated here.

[0071] S34: Determine the starting segment where the target train lost communication based on its location.

[0072] The specific implementation method is the same as that of step S22 above, and will not be repeated here.

[0073] S35: Add the starting segment to the queue.

[0074] Once the starting segment where the target train lost communication is determined, the starting segment can be added to the queue for the determination of the next segment of the target train's journey based on the starting segment.

[0075] Here, the starting segment is added to the queue. Once the next segment of the starting segment is determined, that next segment is also added to the queue, so that the segment after that can be determined based on the next segment. This process continues until all segments are determined.

[0076] S36: Move the starting segment from the queue into the list.

[0077] The determination of the next segment of the starting segment is not done in the queue, but by removing the starting segment from the queue and adding it to a list, and then determining the next segment based on the starting segment in the list.

[0078] Once the next segment is determined in the list, it is added to the list. When it is necessary to determine the segment after the next segment, the next segment is removed from the queue and added to the list for determining the next segment.

[0079] As we can see, the queue stores segments that have not yet been determined for the next segment. As long as the queue is not empty, the next segment needs to be determined. The list stores determined and currently being determined segments. The combined use of the queue and the list can avoid omissions or unnecessary determinations, ensuring that segment determination is accurate and efficient.

[0080] S37: For the starting section in the list, determine the target section that the target train will pass through in the direction of travel of the target train, based on the section ahead of the starting section and the status of the turnout.

[0081] Along the direction of travel of the target train, there may be multiple routes ahead of the initial section, formed by various sections, switches, and switch states. Starting from the initial section, each encountered section is the target section that the target train will pass through. Upon encountering a switch, multiple sections (usually two) will appear next. Based on the status of the switch, it is necessary to determine the next target section that the target train will travel through from these multiple sections.

[0082] When determining the target section based on the sections preceding the starting section and the turnout status, some sections can be deleted from all sections preceding the starting section based on the turnout status to obtain the target section. Alternatively, the target section can be determined segment by segment, starting from the starting section, and each determined segment can be used as the target section. Specifically, for the latter, step S37 may include:

[0083] Step A1: In the direction of travel of the target train, determine the first object ahead of the starting section. The first object is either a section or a turnout. When the first object is a section, determine the section corresponding to the first object as the first target section. When the first object is a turnout, determine the section indicated by the turnout corresponding to the first object as the first target section.

[0084] Step A2: Determine the second object ahead of the first object. The second object is either a section or a turnout. When the second object is a section, determine the section corresponding to the second object as the second target section. When the second object is a turnout, determine the section indicated by the turnout corresponding to the second object as the second target section.

[0085] Step A3: Determine the nth object ahead of the (n-1)th object. The nth object is either a section or a turnout. When the nth object is a section, determine the section corresponding to the nth object as the nth target section. When the nth object is a turnout, determine the section indicated by the turnout corresponding to the nth object as the nth target section.

[0086] Step A4: Determine the first target segment, the second target segment, and the nth target segment as target segments.

[0087] In other words, following the direction of travel of the target train, starting from the initial section, if the next section is another section, then that section is the first section in the target section. If it's a turnout, there may be two sections afterward. At the turnout, there is usually a signal indicating which section to enter next; the section indicated by the signal is the first section in the target section. After the first section, the operation after the initial section is repeated until the nth section in the target section, i.e., the last section, is determined.

[0088] Here, 'n' has two main aspects. First, 'n' can be pre-configured, for example, to 2, 5, or 8. The specific value can be determined based on train speed and historical communication loss duration; no specific limit is set here. If the target train's communication loss duration exceeds the historical communication loss duration, then after the historical communication loss duration, the target segment needs to be extended again, meaning several more segments that trains will pass through need to be identified and marked as occupied. Second, 'n' can also be determined based on the usage of segments or switches. That is, if a segment is already occupied by other trains, or if a switch indicates that subsequent segments are not open, then that segment or the segment after that switch will not be considered as a target segment. The number of segments involved between that segment or switch and the starting segment is 'n'.

[0089] When a turnout is encountered during the process of determining the target section, it is necessary to determine one or all subsequent sections as a target section based on the specific condition of the turnout. Specifically, step A1 above may include:

[0090] Step A11: Determine the status of the turnout corresponding to the first object.

[0091] The state can be one of the following: the positional state, the reversed state, or the lost state.

[0092] Step A12: When the state is in the positioning state, the section of the turnout corresponding to the first object in the first direction is determined as the first target section.

[0093] Step A13: When the state is reversed, the section of the turnout corresponding to the first object in the second direction is determined as the first target section.

[0094] Step A14: When the status is lost, the section of the turnout corresponding to the first object in the first direction and the second direction is determined as the first target section.

[0095] In other words, when encountering a turnout, the corresponding section following the turnout needs to be selected as a target section based on the turnout's current state. When the turnout is in the "normal" state, it means that the open section is in the same direction as the current section, while another section at an angle to the current section is closed, preventing trains from entering. In this case, the section in the same direction as the current section is designated as a target section. When the turnout is in the "reverse" state, it means that the open section is at an angle to the current section, while another section in the same direction is closed, preventing trains from entering. In this case, the section at an angle to the current section is designated as a target section. When the turnout is in the "disabled" state, it means that neither the normal nor the reverse indicator lights are showing the turnout's state. To avoid misjudging the target train's travel section, both sections following the turnout are added to the target section list.

[0096] Steps A11-A14 above determine the turnout section of the first object. The same determination method is used for the second object, ..., the nth object, which will not be repeated here.

[0097] S38: Add the target segment to the queue so that the target segment can be moved from the queue to the list for the determination of the next segment, until the queue is empty.

[0098] In summary, after the target train loses communication, the following steps are taken: First, determine the starting segment and add it to a queue. If the queue is not empty, remove the starting segment from the queue and add it to a list. Then, determine the next segment in the list, such as the first target segment, and add it to the queue. If the queue is not empty, remove the first target segment from the queue and add it to the list. Next, determine the next segment in the list, such as the second target segment, and add it to the queue. This process is repeated until no segment is added to the queue, making the queue empty. In this way, the first target segment, the second target segment, and so on, constitute the target segments that the target train might subsequently travel to.

[0099] Starting from the initial segment, the next segment is determined sequentially. The number of segments to be determined can be pre-set, or it can be determined until the target train is definitively prohibited from entering a particular segment. The latter specifically includes:

[0100] In the direction of travel of the target train, multiple areas and multiple switches ahead of the starting section are determined sequentially until it is determined that the current section is the front envelope of the target train, the current section is a preset fault protection area, or the current switch indicates that the section ahead is not open. Then, the section determined between the starting section and the current section or the current switch is taken as the target section.

[0101] In other words, starting from the initial section, the sections ahead are determined sequentially. If a turnout appears, the next section is determined based on the turnout status. This process continues until the encountered section is the envelope of the target train, or has been set as a fault protection zone (showing it is occupied), or the encountered turnout indicates that the section ahead is not open. At this point, the determination of the next section can be stopped, and the sections determined between the current section or the turnout and the initial section are taken as the target sections.

[0102] For example, suppose that segment 1 is determined based on the starting segment, segment 2 is determined based on segment 1, and turnout 1 is determined based on segment 2. Turnout 1 indicates that segment 4 is open. Then, segment 5 is determined based on segment 4, and segment 5 is the leading envelope of the target train. At this point, the determination of the next segment stops. Then, segment 1, segment 2, and segment 4 together form the target segment.

[0103] S39: Define the starting section and the target section as the fault protection area.

[0104] The initial section is the section the target train travels when it first loses communication. The target section is the section the target train will traverse for a period of time after losing communication. Combining the initial and target sections gives the total number of sections the target train traverses after losing communication. Designating the initial and target sections as fault protection zones and setting them to an occupied state protects the safe operation of the target train and the trains preceding and following it.

[0105] S310: When it is determined that the target train has resumed communication, the fault protection zone is lifted.

[0106] After a period of lost communication between the RBC and the target train, if the RBC regains access to the target train's location, it can be determined that the target train has resumed communication. The previously configured fault protection zone can then be de-occupied, and only the section at the target train's current location needs to be marked as occupied. The RBC can then continue interval tracking of the target train.

[0107] In order to clearly and completely explain the method for determining the fault protection area provided in the embodiments of this application, an example will be used again for illustration.

[0108] Figure 4 This is a schematic diagram of the target train's operating scenario in an embodiment of this application. See also... Figure 4 As shown, this scenario includes sections 1-9, turnouts 1-4, and multiple signals in different states. Train A is currently traveling in section 2.

[0109] Figure 5 This is a schematic diagram of the queue, list, and target segment in an embodiment of this application. See also... Figure 5 As shown, the queue stores segments awaiting determination of the next segment. The list stores the determined next segments, arranged in a predetermined order. After all next segments are determined, based on the starting segment, these next segments, and the determined order of the next segments, the following is obtained: Figure 4 All sections that train A will pass through after losing communication.

[0110] Figure 6 This is a flowchart illustrating the method for determining the fault protection area in the embodiments of this application. Figure 3 See Figure 6 As shown, this method is executed by RBC, and the method may include:

[0111] S61: When train A loses communication with RBC, determine the starting section where train A lost communication based on the position previously reported by train A.

[0112] S62: Initialize and establish queue Q and protected area list L.

[0113] S63: Add the starting segment as the root node of the binary tree to queue Q.

[0114] S64: Check if queue Q is empty. If yes, end; otherwise, execute S65.

[0115] S65: Dequeue the starting segment and output it to list L.

[0116] S66: In list L, determine whether the starting section contains a preceding train envelope, other fault protection zones, or closed signals based on the direction of train A's travel. If yes, end; otherwise, proceed to S67.

[0117] S67: Determine if the section before the starting section is a track section. If yes, execute S68 and S64; otherwise, execute S69.

[0118] S68: Add the segment before the starting segment as the left child to queue Q.

[0119] S69: Determine whether the turnout ahead of the starting section is in a fixed state. If yes, execute S610 and S64; otherwise, execute S611.

[0120] S610: Add the segment pointed to by the location as the left child to queue Q.

[0121] S611: Determine whether the turnout ahead of the starting section is in the reverse position. If yes, execute S612 and S64; otherwise, execute S613.

[0122] S612: Add the segment pointed to by the inverted bit as the right child to queue Q.

[0123] S613: Determine whether the turnout ahead of the starting section is out of service. If so (this is the only possible case for the turnout), then execute S614 and S64.

[0124] S614: Add the segment pointed to by the positioning bit as the left child and the segment pointed to by the inverted bit as the right child to the queue Q.

[0125] It should be noted here that when placing a segment into queue Q, whether it is placed as the left child or the right child can be determined according to actual needs, and no restriction is made here.

[0126] After the above steps S64-S614 are repeated, when queue Q is empty, that is, after the end, all the segments in list L are the segments that train A will travel to after losing communication. These segments are set as fault protection areas to ensure the driving safety of train A and the cars in front and behind it.

[0127] exist Figure 6Based on the method shown, combined with Figure 4 For example, determining the fault protection zone for train A will yield... Figure 5 The results are shown.

[0128] Figure 7 This is a flowchart illustrating the method for determining the fault protection area in the embodiments of this application. Figure 4 See Figure 7 As shown, this method is executed by RBC, and the method may include:

[0129] S71: When train A loses communication with RBC, determine the location of train A when it lost communication based on the location previously reported by train A.

[0130] S72: Initialize and establish queue Q and protected area list L.

[0131] S73: Add segment 2 as the root node of the binary tree to queue Q.

[0132] Entering the first cycle:

[0133] S74: Determine that queue Q is not empty, dequeue segment 2 from the queue head, and output it to list L. In list L, determine that segment 2 is preceded by segment 3 based on the direction of train A's movement, and add segment 3 as the left child to queue Q.

[0134] Entering the second cycle:

[0135] S75: Determine that queue Q is not empty, dequeue the first segment 3 and output it to list L. In list L, determine that the segment ahead of segment 3 is segment 4 based on the direction of train A's movement, and add segment 4 as the left child to queue Q.

[0136] Entering the 3rd cycle:

[0137] S76: Determine that queue Q is not empty, dequeue the first segment 4 and output it to list L. In list L, based on the running direction of train A, determine that the segment ahead of segment 4 is switch 1, and switch 1 is in the reversed state. The next segment after the reversed state is segment 5, and add segment 5 as the right child to queue Q.

[0138] Entering the 4th cycle:

[0139] S77: Determine that queue Q is not empty, dequeue the first segment 5 and output it to list L. In list L, based on the direction of train A, determine that the line ahead of segment 5 is turnout 3, and turnout 3 is in a lost-indication state. Locate the next segment as segment 6, and add segment 6 as the left child to queue Q. Invert the next segment to segment 8, and add segment 8 as the right child to queue Q.

[0140] Entering the 5th cycle:

[0141] S78: Determine that queue Q is not empty, dequeue the first segment 6 and output it to list L. In list L, determine that the segment ahead of segment 6 is segment 7 based on the direction of train A's movement, and add segment 7 as the left child to queue Q.

[0142] Entering the 6th cycle:

[0143] S79: Determine that queue Q is not empty, dequeue the first segment 8 and output it to list L. In list L, determine that the segment ahead of segment 8 is segment 9 based on the direction of train A's movement, and add segment 9 as the left child to queue Q.

[0144] Entering the 7th cycle:

[0145] S710: Determine that queue Q is not empty, dequeue the first segment 7 and output it to list L. In list L, based on the direction of train A's travel, determine that the signal ahead of segment 7 is in a closed state, and do not add any more segments to queue Q.

[0146] Entering the 8th cycle:

[0147] S711: Determine that queue Q is not empty, dequeue the first segment 9 and output it to list L. In list L, based on the direction of train A, determine that the signal ahead of segment 9 is in the closed state, and do not add any more segments to queue Q.

[0148] S712: If queue Q is found to be empty, end the loop and set all segments in list L to be fault-occupied.

[0149] This concludes the explanation of the method for determining the fault protection area provided in the embodiments of this application.

[0150] Based on the same inventive concept, as an implementation of the above method, this application also provides a fault protection area determination device. Figure 8 This is a schematic diagram of the fault protection area determination device in the embodiments of this application. Figure 1 See Figure 8 As shown, the device may include: a location determination module 81, a section determination module 82, and a fault protection area determination module 83. The location determination module 81, the section determination module 82, and the fault protection area determination module 83 are connected sequentially.

[0151] The location determination module 81 is used to determine the location of the target train's most recent transmission when it is determined that the target train has lost communication;

[0152] The segment determination module 82 is used to determine the starting segment of the target train's communication loss based on the location;

[0153] The fault protection area determination module 83 is used to determine the starting section and the section that the target train will pass through ahead of it as the fault protection area in the direction of travel of the target train.

[0154] Furthermore, as a response to Figure 8 In a refinement and extension of the illustrated device, this application embodiment also provides a device for determining a fault protection zone. Figure 9 This is a schematic diagram of the fault protection area determination device in the embodiments of this application. Figure 2 See Figure 9 As shown, the executing entity of this device can be an RBC (Remote Control Block), and the device may include: an information receiving module 91, a location receiving module 92, a location determining module 93, an area determining module 94, a fault protection area determining module 95, and a fault protection area deactivation module 96. The information receiving module 91, location receiving module 92, location determining module 93, area determining module 94, fault protection area determining module 95, and fault protection area deactivation module 96 are connected sequentially.

[0155] The information receiving module 91 is used to receive the station turnout information and the signal status information corresponding to the turnout sent by the station interlocking equipment through the safety data network, so that the RBC can determine the starting section and the section that the target train will pass through ahead of it as the fault protection area based on the information sent by the station interlocking equipment and the pre-configured station section information.

[0156] The location receiving module 92 is used to receive the location information sent by the target train through the vehicle-to-ground wireless communication device; and to send the driving permission MA for the corresponding section of the location information to the target train through the vehicle-to-ground wireless communication device.

[0157] The fault protection area determination module 95 includes: a sequence unit 951, a segment locking unit 952, a loop unit 953, and a segment occupancy unit 954.

[0158] Sequence unit 952 is used to add the starting segment to the queue and move the starting segment from the queue into the list.

[0159] Section locking unit 952 is used to determine, in the direction of travel of the target train, the target section that the target train will pass through based on the section ahead of the starting section and the switch status, for the starting section in the list.

[0160] The section locking unit 952 is specifically configured to: determine a first object preceding the starting section in the direction of travel of the target train, wherein the first object is one of a section or a turnout; when the first object is a section, determine the section corresponding to the first object as the first target section; when the first object is a turnout, determine the section indicated by the turnout corresponding to the first object as the first target section; determine a second object preceding the first object, wherein the second object is one of a section or a turnout; when the second object is a section, determine the section corresponding to the second object... The second target section is defined as follows: When the second object is a turnout, the section indicated by the turnout corresponding to the second object is defined as the second target section; the nth object preceding the (n-1)th object is defined, wherein the nth object is either a section or a turnout; when the nth object is a section, the section corresponding to the nth object is defined as the nth target section; when the nth object is a turnout, the section indicated by the turnout corresponding to the nth object is defined as the nth target section; the first target section, the second target section, and the nth target section are defined as the target section.

[0161] The section locking unit 952 is more specifically used to determine the state of the turnout corresponding to the first object, wherein the state is one of a positioning state, a reversed state, and a lost state; when the state is a positioning state, the section of the turnout corresponding to the first object in the first direction is determined as the first target section; when the state is a reversed state, the section of the turnout corresponding to the first object in the second direction is determined as the first target section; when the state is a lost state, the sections of the turnout corresponding to the first object in the first direction and the second direction are determined as the first target section.

[0162] The section locking unit 952 is specifically used to sequentially determine multiple areas and multiple switches ahead of the starting section in the direction of travel of the target train, until it is determined that the current section is the leading envelope of the target train, the current section is a preset fault protection area, or the current switch indicates that the section ahead is not open. Then, the section determined between the starting section and the current section or the current switch is taken as the target section.

[0163] The loop unit 953 is used to add the target segment to the queue so that the target segment can be moved from the queue to the list for the determination of the next segment, until the queue is empty.

[0164] The segment occupancy unit 954 is used to determine the starting segment and the target segment as fault protection areas.

[0165] The fault protection zone removal module 96 is used to remove the fault protection zone when it is determined that the target train has resumed communication.

[0166] It should be noted that the description of the above device embodiments is similar to the description of the above method embodiments, and has similar beneficial effects. For technical details not disclosed in the device embodiments of this application, please refer to the description of the method embodiments of this application for understanding.

[0167] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for determining a fault protection zone, characterized in that, The method includes: When it is determined that the target train has lost communication, the location of the target train's most recent transmission is determined; The starting segment in which the target train lost communication was determined based on the location; In the direction of travel of the target train, the starting section and the section that the target train will pass through ahead are defined as the fault protection zone; Wherein, defining the starting section and the section that the target train will pass through ahead of it as the fault protection zone in the direction of travel of the target train includes: In the direction of travel of the target train, the target section that the target train will pass through is determined based on the section ahead of the starting section and the state of the turnouts; The starting segment and the target segment are defined as fault protection zones; Wherein, determining the target section that the target train will pass through based on the section ahead of the starting section and the switch status in the direction of travel of the target train includes: In the direction of travel of the target train, a first object is determined ahead of the starting section, wherein the first object is one of a section or a turnout; when the first object is a section, the section corresponding to the first object is determined as the first target section; when the first object is a turnout, the section indicated by the turnout corresponding to the first object is determined as the first target section. A second object is identified ahead of the first object, wherein the second object is either a section or a turnout; when the second object is a section, the section corresponding to the second object is identified as the second target section; when the second object is a turnout, the section indicated by the turnout corresponding to the second object is identified as the second target section. Determine the nth object preceding the (n-1)th object, wherein the nth object is either a section or a turnout; when the nth object is a section, determine the section corresponding to the nth object as the nth target section; when the nth object is a turnout, determine the section indicated by the turnout corresponding to the nth object as the nth target section. The first target segment, the second target segment, and the nth target segment are determined as the target segment.

2. The method according to claim 1, characterized in that, The step of determining the section indicated by the turnout corresponding to the first object as the first target section includes: Determine the state of the turnout corresponding to the first object, wherein the state is one of the following: a positioning state, an inverted state, and a loss of indication; When the state is the positioning state, the section of the turnout corresponding to the first object in the first direction is determined as the first target section; When the state is in the reverse position, the section of the turnout corresponding to the first object in the second direction is determined as the first target section; When the state is out of representation, the section of the turnout corresponding to the first object in the first direction and the second direction is determined as the first target section.

3. The method according to claim 1, characterized in that, Before determining the target section that the target train will pass through based on the section ahead of the starting section and the switch status in the direction of travel of the target train, the method further includes: Add the starting segment to the queue; Move the starting segment into the list from the queue; Determining the target section that the target train will pass through based on the section ahead of the starting section and the switch status in the direction of travel of the target train includes: For the starting section in the list, the target section that the target train will pass through is determined in the direction of travel of the target train based on the section ahead of the starting section and the switch status. After determining the target section that the target train will pass through based on the section ahead of the starting section and the switch status in the direction of travel of the target train, the method further includes: The target segment is added to the queue so that the target segment can be moved from the queue to the list for the determination of the next segment, until the queue is empty.

4. The method according to claim 1, characterized in that, Determining the target section that the target train will pass through based on the section ahead of the starting section and the switch status in the direction of travel of the target train includes: In the direction of travel of the target train, multiple areas and multiple switches ahead of the starting section are determined sequentially until it is determined that the current section is the leading envelope of the target train, the current section is a preset fault protection area, or the current switch indicates that the section ahead is not open. Then, the section determined between the starting section and the current section or the current switch is taken as the target section.

5. The method according to any one of claims 1 to 4, characterized in that, After determining the starting section and the section that the target train will pass through ahead of it as a fault protection zone in the direction of travel of the target train, the method further includes: Once it is determined that the target train has resumed communication, the fault protection zone is deactivated.

6. The method according to any one of claims 1 to 4, characterized in that, Before defining the starting section and the section that the target train will pass through ahead of it as a fault protection zone in the direction of travel of the target train, the method further includes: The Radio Block Center (RBC) receives station turnout information and corresponding signal status information from the station interlocking equipment via a safety data network. This allows the RBC to determine the starting section and the section through which the target train will pass as a fault protection zone based on the information sent by the station interlocking equipment and pre-configured station section information.

7. The method according to any one of claims 1 to 4, characterized in that, Before determining the location of the target train's most recent transmission when it is determined that the target train has lost communication, the method further includes: The Radio Block Center (RBC) receives the location information sent by the target train through vehicle-to-ground wireless communication equipment. The RBC sends the corresponding section's travel permission (MA) to the target train via the vehicle-to-ground wireless communication device.

8. A device for determining a fault protection zone, characterized in that, The device includes: The location determination module is used to determine the location of the target train's most recent transmission when it is determined that the target train has lost communication; A segment determination module is used to determine the starting segment in which the target train lost communication based on the location; The fault protection area determination module is used to determine the starting section and the section that the target train will pass through ahead of it as the fault protection area in the direction of travel of the target train. The fault protection area determination module includes a section locking unit and a section occupancy unit. The section locking unit is used to determine the target section that the target train will pass through based on the section ahead of the starting section and the switch status in the direction of travel of the target train. The section locking unit is specifically configured to: determine a first object preceding the starting section in the direction of travel of the target train, wherein the first object is one of a section or a turnout; when the first object is a section, determine the section corresponding to the first object as the first target section; when the first object is a turnout, determine the section indicated by the turnout corresponding to the first object as the first target section; and determine a second object preceding the first object, wherein the second object is one of a section or a turnout; when the second object is a section, determine the section corresponding to the second object as... Second target section; when the second object is a turnout, the section indicated by the turnout corresponding to the second object is determined as the second target section; determine the nth object ahead of the (n-1)th object, the nth object being either a section or a turnout; when the nth object is a section, the section corresponding to the nth object is determined as the nth target section; when the nth object is a turnout, the section indicated by the turnout corresponding to the nth object is determined as the nth target section; the first target section, the second target section, and the nth target section are determined as the target section; A segment occupancy unit is used to determine the starting segment and the target segment as fault protection areas.

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