A vehicle-to-vehicle communication failure control method and system

Abstract

The application provides a train-to-train communication fault control method and system. The method comprises the following steps: determining whether a group train is outside a train-ground wireless communication control range; if the group train is outside the train-ground wireless communication control range, determining a group state under communication fault according to a block system of a section where the group train is located; and if the group train is within the train-ground wireless communication control range, determining the group state under communication fault according to a communication state between the group train and a group control center. The train-to-train communication fault control method and system reduce the amount of train-to-train wireless communication data, adapt to a poor communication condition, and relatively reduce the operation difficulty and complexity of a driver and a ground station staff. The method is more suitable for a running scene in which a train-to-train tracking distance is long, a communication condition is poor, and a station operation is complex, reduces the influence on a station train receiving efficiency compared with an existing scheme, considers a section block system of inter-station block, and has stronger compatibility compared with the existing scheme.

Description

Technical Field

[0001] This invention belongs to the field of train control, and specifically relates to a control method and system under train-to-train communication failure. Background Technology

[0002] In existing train control systems based on virtual train formations or train groups, train operation control relies on wireless communication between the train and the ground train control center, and between trains. When communication is interrupted due to communication equipment failure or other reasons, the train needs to brake to a stop and wait for the fault to be restored, or the driver needs to control the train and de-formate it from the original formation. This increases the tracking interval between the faulty train and the train formations behind it, reduces the transportation efficiency within the section, and also affects the efficiency of the station in handling train arrivals and departures, which has a great impact on transportation organization. Operating under the line block system also affects the operating efficiency of the train formation.

[0003] The "Control Method for Virtually Coupled High-Speed ​​Trains Under Communication Failure" proposes allowing a faulty train to be hard-coupled with adjacent preceding and following cars in the original virtual trainset to form a combined single train. This combined single train then re-establishes a virtual coupling operation mode with other trains to continue operation. The advantages of this scheme are low cost and minimal impact on transportation efficiency after a train failure within a section. The disadvantages are that operating a combined single train increases the operational requirements for the train driver, and the receiving operations at the station become more complex, reducing the efficiency of station receiving operations and affecting other station operations. Summary of the Invention

[0004] To address the above problems, this invention proposes a control method under vehicle-to-vehicle communication failure, the method comprising:

[0005] Determine whether the train group is outside the vehicle-to-ground wireless communication control range;

[0006] If the group of trains is outside the vehicle-to-ground wireless communication control range, the group status under communication failure shall be determined according to the block system of the section.

[0007] If the group of trains is within the vehicle-to-ground wireless communication control range, the group status under communication failure is determined based on the communication status between the group of trains and the group control center.

[0008] Furthermore, the vehicle-to-ground wireless communication control range includes the distance from the approach section signal to the reverse entry signal or exit of the station in the direction of train operation.

[0009] Furthermore, the vehicle-to-ground wireless communication control range also includes a vehicle-to-ground wireless communication connection area. The vehicle-to-ground wireless communication connection area includes a transponder describing the vehicle-to-ground wireless communication control range information and the distance to the approach section signal. The vehicle-to-ground wireless communication connection area and the vehicle-to-ground wireless communication control range constitute the vehicle-to-ground wireless communication range.

[0010] Furthermore, determining the group status under communication failure based on the inter-station block status of the block system includes:

[0011] If the block system for the section is station block, the movement authorization of the group train is determined based on the first movement authorization (if any) sent by the preceding train and the line data, and the group train continues to follow the preceding train (if any) for group operation;

[0012] If the block system of the section is not inter-station block, the movement authorization of the group train is determined according to the first movement authorization sent by the preceding train (if any), the second movement authorization determined by the track circuit and the line data, and the group train is decoupled from the preceding train, and the group train is used as the first car for group operation.

[0013] Furthermore, if the block system is station block, the destination of the movement authorization of the group of trains is determined based on the minimum value of the first movement authorization (if any) and the position of the first absolute signal in the line data.

[0014] Furthermore, if the block system of the section is not inter-station block, the destination position of the movement authorization of the group train is determined based on the maximum value of the first movement authorization (if any) and the second movement authorization combined with the minimum value of the position of the first absolute signal in the line data.

[0015] Furthermore, determining the group status under vehicle-to-vehicle communication failure based on the communication status between the group trains and the group control center includes:

[0016] Determine if the group trains are communicating normally with the group control center;

[0017] If communication is normal, the group status under communication failure is determined based on whether the group trains can receive the mobility authorization sent by the group control center.

[0018] If communication fails, the train group will be braked and detached from the preceding train (if any), and the train group will operate as the lead car of the group.

[0019] Furthermore, if communication is normal, the group status under vehicle-to-vehicle communication failure is determined based on whether the group trains can receive the mobility authorization sent by the group control center, including:

[0020] If the group train can receive the movement authorization sent by the group control center, it will operate according to the new movement authorization and line data issued by the group control center, and will be decoupled from the preceding train (if any), and the group train will operate as the first train of the group.

[0021] If the train group has not yet received a movement authorization from the group control center, the brakes are applied to the train group. If the train group still does not receive a movement authorization from the group control center after stopping, it is detached from the preceding train (if any), and the train group operates as the lead car of the group.

[0022] Furthermore, the operation of the group trains based on the new movement authorization and route data issued by the group control center includes:

[0023] In the train-to-ground wireless communication connection area, the group trains send the number of the group trains and the number of trains behind them to the group control center. The group control center re-determines the train operation plan, group plan and route arrangement based on the number of trains, and sends the new mobility authorization and line data to the group train that is the lead train.

[0024] The present invention also provides a control system for vehicle-to-vehicle communication failure, the system comprising: a judgment unit, a first determination unit, and a second determination unit.

[0025] The judgment unit is used to determine whether the group of trains is outside the vehicle-to-ground wireless communication control range;

[0026] The first determining unit is communicatively connected to the judging unit. If the group of trains is outside the vehicle-to-ground wireless communication control range, it is used to determine the group status under communication failure based on the inter-station block status of the block system.

[0027] The second determining unit is communicatively connected to the judging unit. If the group of trains is within the vehicle-to-ground wireless communication control range, it is used to determine the group status under communication failure based on the communication status between the group of trains and the group control center.

[0028] Furthermore, the vehicle-to-ground wireless communication control range includes the distance from the approach section signal to the reverse entry signal or exit of the station in the direction of train operation.

[0029] Furthermore, the vehicle-to-ground wireless communication control range also includes a vehicle-to-ground wireless communication connection area. The vehicle-to-ground wireless communication connection area includes a transponder describing the vehicle-to-ground wireless communication control range information and the distance to the approach section signal. The vehicle-to-ground wireless communication connection area and the vehicle-to-ground wireless communication control range constitute the vehicle-to-ground wireless communication range.

[0030] Furthermore, the first determining unit is used to determine the group status under communication failure based on the inter-station block status of the block system, including:

[0031] If the block system for the section is station block, the movement authorization of the group train is determined based on the first movement authorization (if any) sent by the preceding train and the line data, and the group train continues to follow the preceding train (if any) for group operation;

[0032] If the block system of the section is not inter-station block, the movement authorization of the group train is determined according to the first movement authorization sent by the preceding train (if any), the second movement authorization determined by the track circuit and the line data, and the group train is decoupled from the preceding train, and the group train is used as the first car for group operation.

[0033] Furthermore, if the block system is station block, the destination of the movement authorization of the group of trains is determined based on the minimum value of the first movement authorization (if any) and the position of the first absolute signal in the line data.

[0034] Furthermore, if the block system of the section is not inter-station block, the destination position of the movement authorization of the group train is determined based on the maximum value of the first movement authorization (if any) and the second movement authorization combined with the minimum value of the position of the first absolute signal in the line data.

[0035] Furthermore, the second determining unit is used to determine the group status under communication failure based on the communication status between the group trains and the group control center, including:

[0036] Determine if the group trains are communicating normally with the group control center;

[0037] If communication is normal, the group status under communication failure is determined based on whether the group trains can receive the mobility authorization sent by the group control center.

[0038] If communication fails, the train group will be braked and detached from the preceding train (if any), and the train group will operate as the lead car of the group.

[0039] Furthermore, the second determining unit is used to determine the group status under communication failure based on whether the group trains can receive the mobility authorization sent by the group control center, including:

[0040] If the group train can receive the movement authorization sent by the group control center, it will operate according to the new movement authorization and line data issued by the group control center, and will be decoupled from the preceding train (if any), and the group train will run as the first train in the group.

[0041] If the train group has not yet received a movement authorization from the group control center, the brakes are applied to the train group. If the train group still does not receive a movement authorization from the group control center after stopping, it is detached from the preceding train (if any), and the train group operates as the lead car of the group.

[0042] Furthermore, the group trains' operation based on new mobility authorizations and route data issued by the group control center includes:

[0043] In the train-to-ground wireless communication connection area, the group trains send the number of the group trains and the number of trains behind them to the group control center. The group control center re-determines the train operation plan, group plan and route arrangement based on the number of trains, and sends the new mobility authorization and line data to the group train that is the lead train of the group.

[0044] The control method and system for train-to-train communication failures of the present invention reduce the amount of wireless communication data and adapt to poor communication conditions. The operational difficulty and complexity for drivers and ground station personnel are relatively reduced. It is more suitable for general freight or heavy-haul freight operations where long station distances, long train-to-train tracking distances lead to poor communication conditions and complex station operations. Furthermore, in this invention, trains cannot enter the station due to wireless communication failures, reducing the impact on station receiving efficiency compared to existing solutions. It also incorporates consideration of inter-station block signaling systems compared to existing solutions, resulting in greater compatibility.

[0045] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description

[0046] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0047] Figure 1 A schematic diagram of the communication system composition structure in an embodiment of the present invention is shown;

[0048] Figure 2 A schematic diagram of the vehicle-to-ground wireless communication range division structure in an embodiment of the present invention is shown;

[0049] Figure 3 A schematic flowchart of a fault handling and control method for vehicle-to-vehicle wireless communication failure is shown in an embodiment of the present invention.

[0050] Figure 4 A schematic flowchart of a fault handling and control method for vehicle-to-ground wireless communication failure in an embodiment of the present invention is shown. Detailed Implementation

[0051] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. 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.

[0052] Figure 1 A schematic diagram of the communication system composition structure in an embodiment of the present invention is shown. Figure 1 In this system, the communication system includes a group control center and group trains:

[0053] The group control center is a ground-based train control device responsible for sending movement authorizations, track data, and group plans to each train within its jurisdiction. The group plan includes the train number of the adjacent train ahead in the planned group and the train behind the adjacent train in the planned group.

[0054] The train group is equipped with an Automatic Train Protection (ATP) system, a train-to-ground wireless communication radio, and a train-to-train wireless communication radio. The train-to-ground wireless communication radio is used for wireless communication between the train and the group control center. The train-to-train wireless communication radio is used for wireless communication between the train and adjacent trains in the group. The ATP sends train position information and group status (whether the train has adjacent trains connected by train-to-train wireless communication) to the group control center via train-to-ground wireless communication. The ATP sends its own train ID, train speed, and the number of trains in the group and behind it to adjacent trains in the group via train-to-train wireless communication. It also sends its own train ID, train position, speed, and braking distance to adjacent trains in the group via train-to-train wireless communication. The ATP performs overspeed protection based on the movement authorization, track data, and group plan sent by the group control center, combined with the train position, speed, and braking distance information sent by the adjacent trains.

[0055] Multi-train tracking operation method within a group: The preceding train calculates its current stopping point based on its own speed and braking performance, and sends this information, along with information such as the tail position and train integrity, to this train. Based on the information received from the preceding train, this train calculates its movement authorization and braking curve and performs train control. The movement authorization of this train does not exceed the stopping point sent to it by the preceding train.

[0056] Inter-group tracking operation method: The lead car of each group calculates the movement authorization and braking curve based on the track data and track circuit information stored in the ATP, and then controls the car. The movement authorization of the lead car of the group does not exceed the starting point of the block section occupied by the last car following in the preceding group;

[0057] The method for calculating the number of trains in a train group is as follows: Each train in the group sends its own number and the number of trains in the following group to the train immediately preceding it. If a following train has no following train, it sends its own number and the number of trains in the following group to the train immediately preceding it as 1 car; if a following train has a following train, it adds 1 car to the "number of trains in its own group and the number of trains in the following group" received from the following train and sends it to the train immediately preceding it; when the leading train receives the "number of trains in its own group and the number of trains in the following group" received from the following train plus 1 car, this is the current number of trains in this train group. When the leading train of the group enters the train-to-ground wireless communication control range, in this invention, the leading train of the group sends this information to the group control center via train-to-ground wireless communication within the train-to-ground wireless communication connection area within the train-to-ground wireless communication control range. The group control center and other ground train control equipment arrange the group plan and station entry route based on this number.

[0058] Figure 2 This diagram illustrates the segmentation structure of the vehicle-to-ground wireless communication range in an embodiment of the present invention. Figure 2 In this invention, the train-to-ground wireless communication range includes the train-to-ground wireless communication connection area and the train-to-ground wireless communication control area. Within the train-to-ground wireless communication control area, the train should perform train control and overspeed protection based on the movement authorization and line data sent by the group control center. It should also form a train group with other trains or train groups according to the grouping plan sent by the group control center. The general range is from the approach section signal to the reverse entry signal or exit gate of the station in the direction of train operation. The train-to-ground wireless communication connection area refers to the portion between the start of the train-to-ground wireless communication range and the start of the train-to-ground wireless communication control area, used to establish a connection between the train and the group control center. The train-to-ground wireless communication range refers to the area from the transponder containing the description of the train-to-ground wireless communication control area to the reverse entry signal or exit gate of the station in the direction of train operation. Adding a "connection area" is beneficial when the group control center receives a different number of trains in the group than planned, allowing for revisions to the train operation plan, grouping plan, and route arrangement. Compared to other schemes, this simplifies station operations.

[0059] In this embodiment of the invention, when the train is within the vehicle-to-ground wireless communication range, the train can receive transponder data from the ground (used only for correcting the train's position), track circuit information, vehicle-to-vehicle wireless communication information, and vehicle-to-ground wireless communication information; when the train is between stations, outside the vehicle-to-ground wireless communication range, there is no vehicle-to-ground wireless communication, and the train can only receive transponder data from the ground (used only for correcting the train's position), track circuit information, and vehicle-to-vehicle wireless communication information.

[0060] In this embodiment of the invention, communication faults are divided into two categories: train-to-ground wireless communication faults and train-to-train wireless communication faults. Train-to-ground wireless communication faults include train-to-ground wireless communication radio malfunctions and train-to-ground wireless communication interruption timeouts, resulting in the train being unable to receive valid and usable wireless data sent by the group control center. Train-to-train wireless communication faults include train-to-train wireless communication radio malfunctions and train-to-train wireless communication interruption timeouts, resulting in the train being unable to receive valid and usable wireless data from the preceding or following train. Both types of communication faults have the potential to recover automatically without stopping or shutting down, and this point needs to be considered in the fault control method.

[0061] Train-to-train wireless communication failures are categorized into those with the preceding train and those with the following train. Since the failure does not affect the operation of the train itself but poses a safety risk to the operation of the following train, it is necessary to control the train under the failure condition. Therefore, this invention relates to a method for controlling the train under the condition of a train-to-train wireless communication failure with the preceding train.

[0062] Advantages compared to existing solutions: This invention provides vehicle-to-ground wireless communication coverage within the interval, saving costs; reduces the amount of vehicle-to-vehicle wireless communication data, adapting to situations with poor communication conditions; reduces the operational difficulty and complexity for drivers and ground station personnel; and is more suitable for general freight or heavy-duty freight operations where long station distances, long vehicle-to-vehicle tracking distances lead to poor communication conditions and complex station operations.

[0063] This invention provides a control method under vehicle-to-vehicle communication failure, the method comprising:

[0064] Determine whether the train group is outside the vehicle-to-ground wireless communication control range;

[0065] If the group of trains is outside the vehicle-to-ground wireless communication control range, the group status under communication failure shall be determined according to the block system of the section.

[0066] If the group of trains is within the vehicle-to-ground wireless communication control range, the group status under communication failure is determined based on the communication status between the group of trains and the group control center.

[0067] Specifically, the vehicle-to-ground wireless communication control range includes the distance from the approach section signal to the reverse entry signal or exit of the station in the direction of train operation.

[0068] Specifically, the vehicle-to-ground wireless communication control range also includes a vehicle-to-ground wireless communication connection area. The vehicle-to-ground wireless communication connection area includes the distance between the transponder describing the vehicle-to-ground wireless communication control range information and the approach section signal. The vehicle-to-ground wireless communication connection area and the vehicle-to-ground wireless communication control range constitute the vehicle-to-ground wireless communication range.

[0069] Specifically, determining the group status under communication failure based on the inter-station block status of the block system includes:

[0070] If the block system for the section is station block, the movement authorization of the group train is determined based on the first movement authorization (if any) sent by the preceding train and the line data, and the group train continues to follow the preceding train (if any) for group operation;

[0071] If the block system of the section is not inter-station block, the movement authorization of the group train is determined according to the first movement authorization sent by the preceding train (if any), the second movement authorization determined by the track circuit and the line data, and the group train is decoupled from the preceding train, and the group train is used as the first car for group operation.

[0072] Specifically, if the block system is station block, the destination of the movement authorization of the group of trains is determined based on the minimum value of the first movement authorization (if any) and the position of the first absolute signal in the line data.

[0073] Specifically, if the block system of the section is not inter-station block, the destination position of the movement authorization of the group of trains is determined based on the maximum value of the first movement authorization (if any) and the second movement authorization combined with the minimum value of the position of the first absolute signal in the line data.

[0074] Specifically, determining the group status under vehicle-to-vehicle communication failure based on the communication status between the group trains and the group control center includes:

[0075] Determine if the group trains are communicating normally with the group control center;

[0076] If communication is normal, the group status under communication failure is determined based on whether the group trains can receive the mobility authorization sent by the group control center.

[0077] If communication fails, the train group will be braked and detached from the preceding train (if any), and the train group will operate as the lead car of the group.

[0078] Specifically, if communication is normal, the group status under vehicle-to-vehicle communication failure is determined based on whether the group trains can receive mobility authorizations sent by the group control center, including:

[0079] If the group train can receive the movement authorization sent by the group control center, it will operate according to the new movement authorization and line data issued by the group control center, and will be decoupled from the preceding train (if any), and the group train will operate as the first train of the group.

[0080] If the train group has not yet received a movement authorization from the group control center, the brakes are applied to the train group. If the train group still does not receive a movement authorization from the group control center after stopping, it is detached from the preceding train (if any), and the train group operates as the lead car of the group.

[0081] Specifically, the operation of the group trains based on the new movement authorization and route data issued by the group control center includes:

[0082] In the train-to-ground wireless communication connection area, the group trains send the number of the group trains and the number of trains behind them to the group control center. The group control center re-determines the train operation plan, group plan and route arrangement based on the number of trains, and sends the new mobility authorization and line data to the group train that is the lead train.

[0083] This invention also provides a specific example of controlling vehicle-to-vehicle communication faults. In this example, the vehicle is a group following vehicle. Figure 3 This diagram illustrates a fault handling and control method for vehicle-to-vehicle wireless communication failure according to an embodiment of the present invention. Figure 3 In the process of wireless communication between the following train and the preceding train, the method and procedure include:

[0084] Determine whether the following vehicle is outside the vehicle-to-ground wireless communication control range;

[0085] This vehicle is outside the vehicle-to-ground wireless communication control range:

[0086] If the block system described in the line data is inter-station block (only one train is allowed between two stations, and the train about to leave the previous station will be given an open signal to enter the section when there is no train occupying the section between the two stations), this train maintains the position of the moving authorization endpoint calculated as the following train (refer to "Multi-train tracking operation method in the group") P1, and the position of the first absolute signal in the line data ahead of this train is the entry signal (if there is) P2. This train calculates the position of the moving authorization endpoint P = min(P1, P2), and continues to control the train with P as the moving authorization endpoint, without decoupling from the immediately preceding train.

[0087] If the block system described in the line data is not inter-station block, this train maintains the position P1 calculated as the following train. The position of the first absolute signal in the line data ahead of this train is the entry signal (if any), which is P2. The position P3 is calculated based on the track code and the line data sent by the ground train control center. The position P of the moving authorization endpoint of the on-board equipment is min(P2, max(P1, P3)). The train continues to be controlled with P as the moving authorization endpoint. At the same time, it is de-enlisted from the immediately preceding train, and the group status becomes the first train of the group.

[0088] In this embodiment of the invention, the motion authorization endpoint P3 calculated based on the track code and the line data sent by the ground train control center includes: ATP receiving frequency information from the track circuit, referring to "TBT / 3060-2016 Locomotive Signal Information Definition and Allocation," which includes the number of vacant track sections / block sections ahead; within the vehicle-to-ground wireless communication control range, ATP receiving the line data ahead of the train sent by the ground train control center, which includes the lengths of several consecutive track sections / block sections ahead of the train; based on the number of vacant track sections / block sections ahead in the locomotive signal and the lengths of the track sections / block sections ahead in the line data, ATP can calculate the endpoint of the farthest known vacant block section ahead of the train, and this point is the motion authorization endpoint location.

[0089] This vehicle is within the vehicle-to-ground wireless communication control range:

[0090] Determine if the vehicle-to-ground wireless communication is normal:

[0091] If the train has not yet received a movement authorization from the group control center, the ATP will output normal braking. If it still has not received a movement authorization from the group control center after braking to a stop, the movement authorization and track data will be sent back to the front of the train, and the train will be decoupled from the preceding train. The group status will then change to the lead car of the group.

[0092] If this train receives a movement authorization from the group control center, it will use the newly received movement authorization and line data to control the train, detach it from the preceding train, and change its group status to the first train in the group.

[0093] If the train's wireless communication with the ground malfunctions and a connection has not yet been established with the group control center, it will be detached from the preceding train, and its group status will change to the lead train in the group. Simultaneously, the ATP will output service braking. When the train speed is lower than the permissible speed in human-controlled mode, the driver is allowed to manually switch to human-controlled mode.

[0094] This invention also provides a control system for vehicle-to-vehicle communication failures, the system comprising: a judgment unit, a first determination unit, and a second determination unit.

[0095] The judgment unit is used to determine whether the group of trains is outside the vehicle-to-ground wireless communication control range;

[0096] The first determining unit is communicatively connected to the judging unit. If the group of trains is outside the vehicle-to-ground wireless communication control range, it is used to determine the group status under communication failure based on the inter-station block status of the block system.

[0097] The second determining unit is communicatively connected to the judging unit. If the group of trains is within the vehicle-to-ground wireless communication control range, it is used to determine the group status under communication failure based on the communication status between the group of trains and the group control center.

[0098] Specifically, the vehicle-to-ground wireless communication control range includes the distance from the approach section signal to the reverse entry signal or exit of the station in the direction of train operation.

[0099] Specifically, the vehicle-to-ground wireless communication control range also includes a vehicle-to-ground wireless communication connection area. The vehicle-to-ground wireless communication connection area includes the distance between the transponder describing the vehicle-to-ground wireless communication control range information and the approach section signal. The vehicle-to-ground wireless communication connection area and the vehicle-to-ground wireless communication control range constitute the vehicle-to-ground wireless communication range.

[0100] Specifically, the first determining unit is used to determine the group status under communication failure based on the inter-station block status of the block system, including:

[0101] If the block system for the section is station block, the movement authorization of the group train is determined based on the first movement authorization (if any) sent by the preceding train and the line data, and the group train continues to follow the preceding train (if any) for group operation;

[0102] If the block system of the section is not inter-station block, the movement authorization of the group train is determined according to the first movement authorization sent by the preceding train (if any), the second movement authorization determined by the track circuit and the line data, and the group train is decoupled from the preceding train, and the group train is used as the first car for group operation.

[0103] Specifically, if the block system is station block, the destination of the movement authorization of the group of trains is determined based on the minimum value of the first movement authorization (if any) and the position of the first absolute signal in the line data.

[0104] Specifically, if the block system of the section is not inter-station block, the destination position of the movement authorization of the group of trains is determined based on the maximum value of the first movement authorization (if any) and the second movement authorization combined with the minimum value of the position of the first absolute signal in the line data.

[0105] Specifically, the second determining unit is used to determine the group status under communication failure based on the communication status between the group trains and the group control center, including:

[0106] Determine if the group trains are communicating normally with the group control center;

[0107] If communication is normal, the group status under communication failure is determined based on whether the group trains can receive the mobility authorization sent by the group control center.

[0108] If communication fails, the train group will be braked and detached from the preceding train (if any), and the train group will operate as the lead car of the group.

[0109] Specifically, if communication is normal, the second determining unit is used to determine the group status under communication failure based on whether the group trains can receive the mobility authorization sent by the group control center, including:

[0110] If the group train can receive the movement authorization sent by the group control center, it will operate according to the new movement authorization and line data issued by the group control center, and will be decoupled from the preceding train (if any), and the group train will run as the first train in the group.

[0111] If the train group has not yet received a movement authorization from the group control center, the brakes are applied to the train group. If the train group still does not receive a movement authorization from the group control center after stopping, it is detached from the preceding train (if any), and the train group operates as the lead car of the group.

[0112] Specifically, the group trains operate according to the new mobility authorization and route data issued by the group control center, including:

[0113] In the train-to-ground wireless communication connection area, the group trains send the number of the group trains and the number of trains behind them to the group control center. The group control center re-determines the train operation plan, group plan and route arrangement based on the number of trains, and sends the new mobility authorization and line data to the group train that is the lead train of the group.

[0114] The present invention also describes a control method for vehicle-to-ground wireless communication failure. Figure 4 This diagram illustrates a fault handling and control method for vehicle-to-ground wireless communication failure according to an embodiment of the present invention. Figure 4 During this process, the vehicle's wireless communication with the group control center is interrupted. If a vehicle-to-ground wireless communication failure occurs, including:

[0115] Determine whether the train is within the vehicle-to-ground wireless communication control range. If it is, determine whether the current train operation mode is machine-controlled mode.

[0116] If the current train operation mode is machine-controlled mode, the ATP outputs service braking. During service braking, the movement authorization and track data are retracted to the locomotive. When the train speed is less than the allowable speed of human-controlled mode, the driver is allowed to manually switch to human-controlled mode and simultaneously de-enlist with the following train. In this embodiment of the invention, machine-controlled mode is the first car in a group or the following car in a group.

[0117] If the current train operation mode is human-controlled mode, it is decoupled from the following train. In this embodiment of the invention, the human-controlled mode is the first train in the group.

[0118] Following the train, it is located outside the train-to-ground wireless communication connection area:

[0119] If the block system of the section where the train is located is station block and the group plan is group following train: if so, this train is decoupled from the preceding train (if any) and the following train (if any), and the group status of this train becomes the group lead train.

[0120] The control method and system for train-to-train communication failure of the present invention achieves cost savings by eliminating train-to-ground wireless communication coverage within the interval; reduces the amount of train-to-train wireless communication data, adapting to poor communication conditions; relatively reduces the operational difficulty and complexity for drivers and ground station personnel; and is more suitable for operational scenarios in general freight or heavy-haul freight where station distances are long, train-to-train tracking distances are long, resulting in poor communication conditions and complex station operations. Furthermore, in this invention, trains cannot enter the station due to train-to-train wireless communication failure, reducing the impact on station receiving efficiency compared to existing solutions; and compared to existing solutions, it incorporates consideration of the inter-station block system, resulting in stronger compatibility.

[0121] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A control method under vehicle-to-vehicle communication failure, characterized in that, The method includes: Determine whether the train group is outside the vehicle-to-ground wireless communication control range; If the group of trains is outside the vehicle-to-ground wireless communication control range, the group status under communication failure shall be determined according to the block system of the section. If the group of trains is within the vehicle-to-ground wireless communication control range, the group status under communication failure is determined based on the communication status between the group of trains and the group control center; The vehicle-to-ground wireless communication control range includes the distance from the approach section signal to the reverse entry signal or exit of the station in the direction of train operation; Determining the group status under communication failure based on the inter-station block status of the block system includes: If the block system for the section is inter-station block, the movement authorization of the group train is determined based on the first movement authorization sent by the preceding train and the track data, and the group train continues to follow the preceding train for group operation; If the block system of the section is not inter-station block, the movement authorization of the group train is determined according to the first movement authorization sent by the preceding train, the second movement authorization determined by the track circuit and the line data, and the group train is decoupled from the preceding train, and the group train is used as the first car for group operation.

2. The control method under vehicle-to-vehicle communication failure according to claim 1, characterized in that, The vehicle-to-ground wireless communication control range also includes a vehicle-to-ground wireless communication connection area. The vehicle-to-ground wireless communication connection area includes the distances of transponders describing the vehicle-to-ground wireless communication control range information and approach section signals. The vehicle-to-ground wireless communication connection area and the vehicle-to-ground wireless communication control range constitute the vehicle-to-ground wireless communication range.

3. The control method under vehicle-to-vehicle communication failure according to claim 1, characterized in that, If the block system for the section is inter-station block, the destination position of the movement authorization of the group of trains is determined based on the minimum value of the first movement authorization and the position of the first absolute signal in the line data.

4. The control method under vehicle-to-vehicle communication failure according to claim 3, characterized in that, If the block system of the section is not inter-station block, the destination position of the movement authorization of the group of trains is determined based on the maximum value of the first movement authorization and the second movement authorization combined with the minimum value of the position of the first absolute signal in the line data.

5. The control method under vehicle-to-vehicle communication failure according to claim 1 or 2, characterized in that, Determining the group status under vehicle-to-vehicle communication failure based on the communication status between the group trains and the group control center includes: Determine if the group trains are communicating normally with the group control center; If communication is normal, the group status under communication failure is determined based on whether the group trains can receive the mobility authorization sent by the group control center. If communication fails, the train group will be braked and separated from the preceding train, with the train group then operating as the lead car in the group.

6. The control method under vehicle-to-vehicle communication failure according to claim 5, characterized in that, If communication is normal, the group status under vehicle-to-vehicle communication failure is determined based on whether the group trains can receive the mobility authorization sent by the group control center, including: If the group train can receive the movement authorization sent by the group control center, it will operate according to the new movement authorization and line data issued by the group control center, and will be decoupled from the preceding train. The group train will then operate as the first train in the group. If the train group has not yet received the movement authorization from the group control center, the brakes are applied to the train group. If the train group still does not receive the movement authorization from the group control center after stopping, it is detached from the preceding train, and the train group operates as the lead car of the group.

7. The control method under vehicle-to-vehicle communication failure according to claim 6, characterized in that, The train group's operation, based on the new movement authorization and route data issued by the group control center, includes: In the train-to-ground wireless communication connection area, the group trains send the number of the group trains and the number of trains behind them to the group control center. The group control center re-determines the train operation plan, group plan and route arrangement based on the number of trains, and sends the new mobility authorization and line data to the group train that is the lead train.

8. A control system for vehicle-to-vehicle communication failure, characterized in that, The system includes: a judgment unit, a first determination unit, and a second determination unit. The judgment unit is used to determine whether the group of trains is outside the vehicle-to-ground wireless communication control range; The first determining unit is communicatively connected to the judging unit. If the group of trains is outside the vehicle-to-ground wireless communication control range, it is used to determine the group status under communication failure based on the inter-station block status of the block system. The second determining unit is communicatively connected to the judging unit. If the group of trains is within the vehicle-to-ground wireless communication control range, it is used to determine the group status under communication failure based on the communication status between the group of trains and the group control center. The vehicle-to-ground wireless communication control range includes the distance from the approach section signal to the reverse entry signal or exit of the station in the direction of train operation; The first determining unit is used to determine the group status under communication failure based on the inter-station block status of the block system, including: If the block system for the section is inter-station block, the movement authorization of the group train is determined based on the first movement authorization sent by the preceding train and the track data, and the group train continues to follow the preceding train for group operation; If the block system of the section is not inter-station block, the movement authorization of the group train is determined according to the first movement authorization sent by the preceding train, the second movement authorization determined by the track circuit and the line data, and the group train is decoupled from the preceding train, and the group train is used as the first car for group operation.

9. The control system under vehicle-to-vehicle communication failure according to claim 8, characterized in that, The vehicle-to-ground wireless communication control range also includes a vehicle-to-ground wireless communication connection area. The vehicle-to-ground wireless communication connection area includes the distances of transponders describing the vehicle-to-ground wireless communication control range information and approach section signals. The vehicle-to-ground wireless communication connection area and the vehicle-to-ground wireless communication control range constitute the vehicle-to-ground wireless communication range.

10. The control system under vehicle-to-vehicle communication failure according to claim 8, characterized in that, If the block system for the section is inter-station block, the destination position of the movement authorization of the group of trains is determined based on the minimum value of the first movement authorization and the position of the first absolute signal in the line data.

11. The control system under vehicle-to-vehicle communication failure according to claim 8, characterized in that, If the block system of the section is not inter-station block, the destination position of the movement authorization of the group of trains is determined based on the maximum value of the first movement authorization and the second movement authorization combined with the minimum value of the position of the first absolute signal in the line data.

12. The control system under vehicle-to-vehicle communication failure according to claim 8 or 9, characterized in that, The second determining unit is used to determine the group status under communication failure based on the communication status between the group trains and the group control center, including: Determine if the group trains are communicating normally with the group control center; If communication is normal, the group status under communication failure is determined based on whether the group trains can receive the mobility authorization sent by the group control center. If communication fails, the train group will be braked and separated from the preceding train, with the train group then operating as the lead car in the group.

13. The control system under vehicle-to-vehicle communication failure according to claim 12, characterized in that, If communication is normal, the second determining unit is used to determine the group status under communication failure based on whether the group trains can receive the mobility authorization sent by the group control center, including: If the group train can receive the movement authorization sent by the group control center, it will operate according to the new movement authorization and line data issued by the group control center, and will be decoupled from the preceding train. The group train will then operate as the lead train in the group. If the train group has not yet received the movement authorization from the group control center, the brakes are applied to the train group. If the train group still does not receive the movement authorization from the group control center after stopping, it is detached from the preceding train, and the train group operates as the lead car of the group.

14. The control system under vehicle-to-vehicle communication failure according to claim 13, characterized in that, The group trains are used to operate according to new mobility authorizations and route data issued by the group control center, including: In the train-to-ground wireless communication connection area, the group trains send the number of the group trains and the number of trains behind them to the group control center. The group control center re-determines the train operation plan, group plan and route arrangement based on the number of trains, and sends the new mobility authorization and line data to the group train that is the lead train of the group.

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