A train risk-taking protection method and system under CBTC mode

Abstract

The embodiments of the present application provide a method and system for protecting against train recklessness in a CBTC mode, which are applied in the field of vehicle technology. Reckless advance detection is triggered in the CBTC mode. When the maximum front end of the train enters the inner section of the signal, the logical section corresponding to the inner section is set to an occupied state, and the occupied state is sent to the CI. Obtain the reckless advance detection timestamp, the current position report after the train is updated, the timestamp information returned by the CI, the second state of the signal, and the flag whether the axle counting section is available; if the timestamp information does not reach the reckless advance detection timestamp, and the second state of the signal indicates that the signal is allowed, the timestamp information reaches or skips any one of the reckless advance detection timestamps, and the flag whether the axle counting section is available is unavailable, then the train is determined to be reckless. By adding a flag whether the axle counting section is available, the actual reckless advance situation of the train can be accurately judged to improve the safety of train operation.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a method and system for protecting against train overrunning in a CBTC mode. Background Art

[0002] With the rapid development of the rail transit industry, the safety of train operation is becoming more and more important. During the operation of a train, any part of its front end passes the signal that displays a prohibition signal without permission or corresponding instructions. This is called train over-advancement. The over-advancement protection of train operation is an important issue related to the safety of train operation.

[0003] In the current train overrun protection scheme, when it is detected that the train's latest position has passed the signal and the first section on the inner side of the route is occupied, due to ZC (Zone Controller)-CI (Computer Interlocking) communication delay or packet loss, ZC did not receive the signal status sent by CI as a prohibition signal within this cycle. ZC will continue to use the previously received signal status as the judgment condition for train overrun.

[0004] If the signal status received previously is a permissive signal, the current train overrun protection scheme will determine the signal status as a permissive signal, and will not be able to determine the true status of the signal, that is, it will not be able to determine the actual overrun situation of the train, resulting in lower safety of train operation. Summary of the invention

[0005] In view of this, the present application provides a train overrun protection method and system under the CBTC mode, which has the function of identifying scenarios where trains overrun, reduces safety risks during train operation, and improves the safety of train operation.

[0006] To solve the above problems, the technical solutions provided by this application are as follows:

[0007] In a first aspect, an embodiment of the present application provides a train reckless advance protection method in a CBTC mode, the method being applied to a zone controller ZC, the train being in a communication-based train control system CBTC mode, the train reckless advance protection method comprising:

[0008] Obtaining a train current position report, a first cycle position report, and a first cycle data packet sent by a computer interlocking system CI transmitted by an automatic train protection system ATP, wherein the first cycle data packet includes a first state of a signal machine;

[0009] If the current train position report indicates that the maximum front end of the train is located in the inner section of the signal at the current cycle time, and the first cycle position report indicates that the maximum front end of the train is located in the outer section of the signal at the end of the previous cycle, then over-advance detection is triggered;

[0010] When it is detected that the front end of the train enters the inner section of the signal, the logical section corresponding to the inner section of the signal is set to an occupied state, and the occupied state is sent to the CI;

[0011] Obtain the timestamp of the over-advance detection, the updated current position report of the train transmitted by ATP, and the second cycle data packet returned by CI, wherein the second cycle data packet includes the timestamp information, the second state of the signal, and the flag of whether the axle counting section is available;

[0012] If the updated current position report of the train and the maximum front end of the train indicated by the current position report of the train are located in the same section, then if the timestamp information and the second state of the signal meet the first preset condition, it is determined that the train is advancing recklessly; the first preset condition is that the timestamp information does not reach the reckless advance detection timestamp, and the second state of the signal indicates a prohibition signal;

[0013] If the second periodic data packet meets the second preset condition, it is determined that the train is recklessly advancing; the second preset condition is that the timestamp information does not reach the reckless advancing detection timestamp, and the second state of the signal indicates any one of the following: the signal is allowed, the timestamp information reaches the reckless advancing detection timestamp, and the timestamp information skips the reckless advancing detection timestamp, and the axle counting section availability flag is unavailable;

[0014] When it is determined that the train is advancing recklessly, a special control message is transmitted to ATP, allowing ATP to control the train braking.

[0015] In a possible implementation, if the first state of the signal indicates a prohibition signal, it is determined that the train is advancing recklessly.

[0016] In a possible implementation, the train risk prevention method further includes:

[0017] When a train enters the route, if there is an abnormal situation and the route needs to be closed, it is determined whether the axle counting section is available and the abnormal section is marked as unavailable;

[0018] Withdraw the mobile authorization terminal to the outside of the abnormal section.

[0019] In a possible implementation, if the first state of the signal indicates a permission signal, the train overrun protection method further includes:

[0020] The timestamp of the current ZC cycle is recorded as the timestamp of the rash advance detection.

[0021] In a possible implementation, the train risk prevention method further includes:

[0022] A flag indicating whether the axle counting section is available is added in advance to each axle counting section in the ZC-CI interface protocol.

[0023] In a second aspect, an embodiment of the present application provides a train overrun protection system in a CBTC mode, the system being applied to a zone controller ZC, the train being in a communication-based train control system CBTC mode, the train overrun protection system comprising:

[0024] An acquisition module, used to acquire a train current position report transmitted by an automatic train protection system ATP, a first cycle position report, and a first cycle data packet sent by a computer interlocking system CI, wherein the first cycle data packet includes a first state of a signal machine;

[0025] An over-advance detection module, configured to trigger over-advance detection if the current train position report indicates that the maximum front end of the train is located in the inner section of the signal at the current cycle moment, and the first cycle position report indicates that the maximum front end of the train is located in the outer section of the signal at the end of the previous cycle;

[0026] A setting module is used to set the logical section corresponding to the inner section of the signal to an occupied state when it is detected that the maximum front end of the train enters the inner section of the signal, and send the occupied state to the CI;

[0027] The acquisition module is further used to acquire the over-advance detection timestamp, the updated current position report of the train transmitted by ATP, and the second cycle data packet returned by CI, wherein the second cycle data packet includes timestamp information, the second state of the signal, and a flag indicating whether the axle counting section is available;

[0028] A determination module, configured to determine that the train is advancing recklessly if the updated current position report of the train and the maximum front end of the train indicated by the current position report of the train are located in the same section, and if the timestamp information and the second state of the signal satisfy a first preset condition; the first preset condition is that the timestamp information does not reach the reckless advance detection timestamp, and the second state of the signal indicates a prohibition signal;

[0029] The determination module is further configured to determine that the train is recklessly advancing if the second periodic data packet satisfies a second preset condition; the second preset condition is that the timestamp information does not reach the reckless advancing detection timestamp, and the second state of the signal indicates any one of a permitted signal, the timestamp information reaches the reckless advancing detection timestamp, and the timestamp information skips the reckless advancing detection timestamp, and the axle counting section availability flag is unavailable;

[0030] The control module is used to transmit a special control message to the ATP when it is determined that the train is advancing recklessly, so that the ATP controls the train braking.

[0031] In a possible implementation, the determination module is further configured to determine that the train is advancing recklessly if the first state of the signal indicates a prohibition signal.

[0032] In a possible implementation, the train overrun protection system further includes:

[0033] The determination module is used for trains to enter the route. If there is an abnormal situation and the route needs to be closed, it determines whether the axle counting section is available and marks it as an abnormal section that is unavailable;

[0034] The withdrawal module is used to withdraw the mobile authorization terminal to the outside of the abnormal section.

[0035] In a possible implementation, if the first state of the signal indicates a permission signal, the train overrun protection system further includes:

[0036] The recording module is used to record the current cycle timestamp of ZC as the reckless advance detection timestamp.

[0037] In a possible implementation, the train overrun protection system further includes:

[0038] The pre-processing module is used to add a flag indicating whether the axle counting section is available for each axle counting section in advance in the ZC-CI interface protocol.

[0039] In a third aspect, the present application provides a train intrusion protection device in a CBTC mode, the device comprising: a processor, a memory, and a system bus;

[0040] The processor and the memory are connected via the system bus;

[0041] The memory is used to store one or more programs, and the one or more programs include instructions. When the instructions are executed by the processor, the processor executes the train overrun protection method under the CBTC mode described in the first aspect above.

[0042] In a fourth aspect, the present application provides a computer-readable storage medium, which stores instructions. When the instructions are executed on a device, the device executes the train overrun protection method under the CBTC mode described in the first aspect.

[0043] It can be seen that this application has the following beneficial effects:

[0044] The embodiment of the present application provides a method for protecting against train recklessness in CBTC mode, which is applied to a zone controller ZC, and the train is in CBTC mode of a communication-based train control system. The method includes: obtaining a train current position report transmitted by an automatic train protection system ATP, a first cycle position report, and a first cycle data packet sent by a computer interlocking system CI, wherein the first cycle data packet includes a first state of a signal; if the train current position report indicates that the maximum front end of the train is located in the inner section of the signal at the current cycle moment, and the first cycle position report indicates that the maximum front end of the train is located in the outer section of the signal at the end of the previous cycle, reckless advance detection is triggered. When it is detected that the maximum front end of the train enters the inner section of the signal, the logical section corresponding to the inner section of the signal is set to an occupied state, and the occupied state is sent to CI. Obtain the reckless advance detection timestamp, the updated current position report of the train transmitted by ATP, and the second cycle data packet returned by CI, the second cycle data packet including timestamp information, the second state of the signal, and whether the axle counting section is available; if the updated current position report of the train and the current position report of the train indicate that the maximum front end of the train is located in the same section, then if the timestamp information and the second state of the signal meet the first preset condition, the train is determined to be reckless; the first preset condition is that the timestamp information does not reach the reckless advance detection timestamp, and the second state of the signal indicates a prohibition signal; if the second cycle data packet meets the second preset condition, the train is determined to be reckless; the second preset condition is that the timestamp information does not reach the reckless advance detection timestamp, and the second state of the signal indicates any one of the following: the timestamp information reaches the reckless advance detection timestamp, and the timestamp information skips the reckless advance detection timestamp, and the axle counting section is available. After determining that the train is reckless, transmit a special control message to ATP so that ATP controls the train braking. In this way, by adding a flag to indicate whether the axle counting section is available, the problem that ZC cannot judge the true status of the signal due to communication anomalies is solved. This can accurately identify the scenario where the train is advancing recklessly, judge the actual situation of the train advancing recklessly, and improve the safety of train operation.

[0045] The embodiment of the present application also provides a system corresponding to the above method, which has the same beneficial effects as the above method. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 A flow chart of a train overrun protection method under a CBTC mode provided in an embodiment of the present application;

[0047] Figure 2 A schematic diagram of CI-ZC-ATP interface transmission provided in an embodiment of the present application;

[0048] Figure 3 A flow chart of a train overrun protection method provided in an embodiment of the present application;

[0049] Figure 4 A schematic diagram of a reckless advance scenario provided in an embodiment of the present application;

[0050] Figure 5 A schematic diagram of another reckless advancement scenario provided in an embodiment of the present application;

[0051] Figure 6 A schematic diagram of another reckless advancement scenario provided in an embodiment of the present application;

[0052] Figure 7 A schematic diagram of the structure of a train overrun protection system in a CBTC mode provided in an embodiment of the present application;

[0053] Figure 8 A schematic diagram of the structure of a train overrun protection device in a CBTC mode provided in an embodiment of the present application. DETAILED DESCRIPTION

[0054] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0055] In this application, relational terms such as first and second, etc. are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. The terms "comprise", "comprising" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or equipment including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or equipment. In the absence of further restrictions, the elements defined by the statement "comprising a ..." do not exclude the presence of other identical elements in the process, method, article or equipment including the elements.

[0056] A train overrun signal refers to the behavior of any part of the front of a train passing a signal indicating a prohibited signal without permission or instruction under normal circumstances. In the CBTC (Communication Based Train Control System) mode, this usually refers to a train passing a parking position normally protected by the ATP (Automatic Train Protection) system.

[0057] Due to ZC-CI communication delay or packet loss, ZC did not receive the signal sent by CI that the signal state is a prohibition signal during this cycle. ZC will use the previously received signal state as the judgment condition for train recklessness. If the previous signal state is a permission signal, the current train recklessness protection scheme will determine the signal state as a permission signal, and cannot determine the true state of the signal, that is, it cannot determine the actual recklessness of the train, resulting in low safety of train operation.

[0058] The embodiment of the present application provides a method and system for preventing trains from over-advancing in CBTC mode, the method being applied to a zone controller ZC, and the train being in a communication-based train control system CBTC mode. The method includes: obtaining a train current position report, a first cycle position report, and a first cycle data packet sent by a computer interlocking system CI transmitted by an automatic train protection system ATP, wherein the first cycle data packet includes a first state of a signal; if the train current position report indicates that the maximum front end of the train at the current cycle moment is located in the inner section of the signal, and the first cycle position report indicates that the maximum front end of the train at the end of the previous cycle moment is located in the outer section of the signal, over-advancing detection is triggered. When it is detected that the maximum front end of the train enters the inner section of the signal, the logical section corresponding to the inner section of the signal is set to an occupied state, and the occupied state is sent to CI. Obtain the reckless advance detection timestamp, the updated current position report of the train transmitted by ATP, and the second cycle data packet returned by CI, the second cycle data packet including timestamp information, the second state of the signal, and whether the axle counting section is available; if the updated current position report of the train and the current position report of the train indicate that the maximum front end of the train is located in the same section, then if the timestamp information and the second state of the signal meet the first preset condition, the train is determined to be reckless; the first preset condition is that the timestamp information does not reach the reckless advance detection timestamp, and the second state of the signal indicates a prohibition signal; if the second cycle data packet meets the second preset condition, the train is determined to be reckless; the second preset condition is that the timestamp information does not reach the reckless advance detection timestamp, and the second state of the signal indicates any one of the following: the timestamp information reaches the reckless advance detection timestamp, and the timestamp information skips the reckless advance detection timestamp, and the axle counting section is available. After determining that the train is reckless, transmit a special control message to ATP so that ATP controls the train braking. In this way, by adding a flag to indicate whether the axle counting section is available, the problem that ZC cannot judge the true status of the signal due to communication abnormalities is solved. This allows accurate identification of scenarios in which trains are over-advancing, judgment of the actual over-advancing of trains, and improvement of train operation safety.

[0059] In order to facilitate understanding of the technical solution provided in the embodiment of the present application, a train overrun protection method and system under the CBTC mode provided in the embodiment of the present application are described below in conjunction with the accompanying drawings.

[0060] First, the principle of ZC detection of train overrunning in CBTC mode is explained.

[0061] In an over-the-top scenario, the ZC receives a data packet from the CI in CBTC mode. When the signal status in the data packet indicates that the signal ahead of the train is open, it means that the route is available. The ZC can move the MA (Movement Authority) terminal across the signal and enter the inner side of the route.

[0062] Among them, when ZC detects that the largest front end of the train enters the inner section of the signal, ZC will send the status of the logical section occupancy corresponding to the inner section of the signal to CI.

[0063] After CI receives the logical section occupancy flag of the inner section of the signal sent by ZC, CI changes the signal state to a prohibition signal and sends it to ZC.

[0064] If the ZC receives a prohibition signal from the CI, it considers that the route is normally closed and the train has not recklessly advanced. If the ZC receives a report on the train's current position when it passes the first cycle of the signal and the signal is already in the closed state, the ZC will determine that the train has recklessly advanced.

[0065] For trains that are judged to be advancing recklessly, ZC will send special control messages to ATP to control the train to stop as soon as possible to avoid danger.

[0066] In another reckless scenario, the ZC receives a data packet from the CI in CBTC mode. When the signal status in the data packet indicates that the signal ahead of the train is in a prohibited state but the corresponding protection section of the signal is in a set state, it means that the protection section is available. The ZC can set the MA obstacle point to the location of the signal, and the MA terminal can cross the signal and enter the protection section.

[0067] See also Figure 1 , Figure 1 A flow chart of a train overrun protection method under a CBTC mode is provided for an embodiment of the present application. The method is applied to a zone controller ZC. The train is in a communication-based train control system CBTC mode. The train overrun protection method specifically includes S101-S107.

[0068] S101: Acquire a train current position report transmitted by an automatic train protection system ATP, a first period position report, and a first period data packet sent by a computer interlocking system CI, wherein the first period data packet includes a first state of a signal machine.

[0069] In a possible implementation, before the over-advance detection starts, a flag indicating whether the axle counting section is available is pre-set in the ZC-CI interface protocol for each axle counting section, and the safety side is set to unavailable by default.

[0070] The flag of whether the axle counting section is available is a fixed field of the CI-ZC communication interface. The CI needs to send the flag of whether the axle counting section is available to the ZC every cycle.

[0071] If there is a delay in sending a data packet, there are two possible situations: one is that the delayed data packet is received within the communication timeout period, and ZC processes the data packet later; the other is that ZC has not received the delayed data packet when it determines that the communication has timed out, and ZC will perform security-side processing. It is impossible to completely avoid communication delays or packet loss, and the embodiments of the present application can optimize the masquerading behavior that may be missed.

[0072] When CI completes route processing or passes the signal reopening condition check, the starting signal is set to a permission signal and the availability flag of all axle counting sections in the route is set to available, provided that the starting signal is open.

[0073] When CI receives the general release command, CI needs to set the start signal state to a prohibit signal and set the availability flag of all axle counting sections in the route to unavailable. The general release command is a command to force unlocking of the route.

[0074] When CI detects that the axle counting section within the route is in a state other than that shown in the following condition ag, the starting signal state needs to be set to a prohibit signal and the corresponding axle counting section availability flag needs to be set to unavailable.

[0075] a. The axle counting section occupation / clearance status complies with the interlocking check logic and is not judged abnormal, that is, there is no abnormal occupation in the section within the route;

[0076] b. The turnout position within the axle counting section is correct and has no faults;

[0077] c. The axle counting section is not blocked by the set section;

[0078] d. The axle counting section is not in the limit state, which is yes;

[0079] e. The status of SPKS (Staff Protection Key Switch) associated with the axle counting section is not activated;

[0080] f. The state of the flood prevention door associated with the axle counting section is open and locked;

[0081] g. Other inspection conditions that affect the route remaining open are not exhaustively listed in the embodiments of the present application and can be determined according to actual needs.

[0082] The above conditions ag are in an AND relationship. If any one of the conditions is not satisfied, it is determined that an abnormal state occurs.

[0083] See also Figure 2 , Figure 2 The diagram of the CI-ZC-ATP interface transmission is shown in Figure 1. The CI periodically sends the signal status and the flag of whether the axle counting section in the route is available to the ZC. The ZC combines the current train position report sent by ATP, the train position report sent in the previous cycle, and the flag of whether the axle counting section is available sent by CI to determine whether the train running in the CBTC mode is advancing recklessly.

[0084] It should be noted that ATP only sends the current train position report to ZC every cycle, and ZC receives and records the train position report sent by ATP. That is, ATP sends the train position report (first cycle position report) in the previous cycle, and ZC receives and records the first cycle position report in the previous cycle. When the first cycle position report is needed, ZC can directly call the data from the historical data.

[0085] S102: If the current train position report indicates that the maximum front end of the train is located in the inner section of the signal at the current cycle time, and the first cycle position report indicates that the maximum front end of the train is located in the outer section of the signal at the end of the previous cycle, then over-advance detection is triggered.

[0086] When ZC receives a signal that a train is running in CBTC mode in this cycle, and the train current position report sent by ATP indicates that the maximum front end of the train has entered the inner section of the signal at the current cycle, and the first cycle position report indicates that the maximum front end of the train is located in the outer section of the signal at the end of the previous cycle, ZC starts over-advance detection.

[0087] S103: When it is detected that the front end of the train enters the inner section of the signal, the logical section corresponding to the inner section of the signal is set to an occupied state, and the occupied state is sent to the CI.

[0088] After ZC starts the reckless advance detection, it will check the first state of the signal in the most recent CI data packet (i.e. the first cycle data packet) received by the current ZC. If the first state of the signal indicates a permitted signal, it is impossible to determine whether the train is actually reckless and the reckless advance detection will continue.

[0089] In one possible implementation, when ZC detects that the front end of the train enters the inner section of the signal, taking entering the first inner section as an example, regardless of whether the first state of the signal indicates a permission signal or a prohibition signal, ZC will set the logical section corresponding to the first inner section of the signal to an occupied state and send the occupied state to CI in this cycle.

[0090] In a possible implementation, if the first state of the signal indicates a prohibition signal, it can be directly determined that the train is advancing recklessly.

[0091] In a possible implementation, if the first state of the signal indicates a permission signal, the train reckless protection method further includes: recording the ZC current cycle timestamp as a reckless detection timestamp. The reckless detection timestamp is used to compare with the timestamp information, and subsequent reckless detection is performed based on the comparison result.

[0092] If the timestamp information does not reach the reckless detection timestamp or if the timestamp information reaches the reckless detection timestamp, communication delay is determined; if the timestamp information skips the reckless detection timestamp, communication packet loss is determined.

[0093] S104: Obtain the timestamp of the over-advance detection, the updated current position report of the train transmitted by ATP, and the second cycle data packet returned by CI, wherein the second cycle data packet includes timestamp information, the second state of the signal, and a flag indicating whether the axle counting section is available.

[0094] Get the reckless advance detection timestamp, which is used to compare with the timestamp information to determine whether the train is reckless advance.

[0095] In a possible implementation, before obtaining the reckless detection timestamp, it is determined in advance whether the reckless detection timestamp exists. If it is determined that the reckless detection timestamp exists, subsequent reckless detection can be performed; if it is determined that the reckless detection timestamp does not exist, the current detection is terminated and the next detection is started according to the actual situation.

[0096] The updated current position report of the train transmitted by ATP is obtained and compared with the current position report before the update (i.e., the current position report of the train transmitted by ATP obtained in step S101) to determine whether the train is in the same section in two cycles. If it is determined that the train is in the same section in two cycles, the reckless advance detection timestamp and subsequent reckless advance detection steps are determined.

[0097] After CI receives the signal inner logical section occupation sent by ZC, it sets the signal status to a prohibit signal in this cycle and sends it to ZC. Due to possible communication delay or communication packet loss, the second cycle data packet received by ZC may be the data of the previous cycle, or the second cycle data packet may skip the processing of the logical section occupation status sent by ZC in this cycle. The data carried in the second cycle data packet can be used to determine the cause of the communication abnormality and whether the train is advancing rashly.

[0098] The second periodic data packet returned by the CI may include timestamp information, the second state of the signal, and a flag indicating whether the axle counting section is available, wherein the timestamp information is the ZC timestamp of the CI reply data.

[0099] S105: If the updated current position report of the train and the current position report of the train indicate that the maximum front end of the train is located in the same section, then if the timestamp information and the second state of the signal meet the first preset condition, it is determined that the train is recklessly advancing; the first preset condition is that the timestamp information does not reach the reckless advancement detection timestamp, and the second state of the signal indicates a prohibited signal.

[0100] If it is determined that the updated current position report of the train and the maximum front end of the train indicated by the current position report of the train are located in the same section, then an over-advance judgment is made based on the over-advance detection timestamp.

[0101] Get the current cycle timestamp of ZC in the current cycle, which is the reckless detection timestamp. Determine whether CI has processed the signal machine internal logic section occupation sent by ZC based on the timestamp information and the reckless detection timestamp, and determine the specific cause of the communication abnormality.

[0102] If the timestamp information and the second state of the signal meet the first preset condition, the train is judged to be reckless. Specifically, if the timestamp information does not reach the reckless detection timestamp, that is, the timestamp of the CI processing the occupied state is before the reckless detection timestamp, it means that CI has not processed the data sent by ZC, and CI processes the data of the previous cycle instead of the data of this cycle, and there is a communication delay. At this time, if the second state of the signal is checked, if the second state of the signal is a prohibition signal, the train is judged to be reckless.

[0103] S106: If the second periodic data packet meets the second preset condition, determine that the train is recklessly advancing; the second preset condition is that the timestamp information has not reached the reckless advancing detection timestamp, and the second state of the signal indicates any one of the following: allowing the signal, the timestamp information reaches the reckless advancing detection timestamp, and the timestamp information skips the reckless advancing detection timestamp, and the axle counting section availability flag is unavailable.

[0104] When the second period data packet meets the second preset condition, the train is judged to be reckless. The second preset condition includes that the timestamp information does not reach the reckless detection timestamp, and the second state of the signal indicates any one of the following: the signal is allowed, the timestamp information reaches the reckless detection timestamp, and the timestamp information skips the reckless detection timestamp; the second preset condition also includes whether the axle counting section is available and the flag is unavailable.

[0105] In a possible implementation, if the timestamp information does not reach the reckless advance detection timestamp, and the second state of the signal is a permission signal, the flag of whether the axle counting section in the route is available is further checked. If there is a communication delay and the flag of whether the axle counting section is available is unavailable, it is determined that the train is reckless. Otherwise, the reckless advance detection is terminated.

[0106] In a possible implementation, if the timestamp information reaches the reckless advance detection timestamp and the axle counting section availability flag is unavailable, it is determined that the train is reckless advance. Otherwise, the reckless advance detection is terminated.

[0107] In a possible implementation, if the timestamp information skips the over-run detection timestamp, and the timestamp information sent by CI has skipped the processing of the data sent by ZC, the communication abnormality is determined to be caused by communication packet loss, and the flag of whether the axle counting section in the route is available is checked. If the flag of whether the axle counting section in the route is available is unavailable, it is determined that the train is over-running. Otherwise, the over-run detection is terminated.

[0108] It should be noted that the ZC-CI communication mechanism has a timeout check logic. If the communication delay or packet loss exceeds the tolerance time, ZC determines that the CI communication is interrupted, and the interface information will be set according to the security side.

[0109] Within the tolerance time, ZC receives the availability flag of the axle counting section sent by CI. If it is unavailable, it is determined that the train is advancing recklessly.

[0110] S107: When it is determined that the train is advancing recklessly, a special control message is transmitted to ATP so that ATP controls the train braking.

[0111] When the ZC detects that the train is advancing too far, it will send a special control message to the ATP. After receiving the special control message, the ATP will respond to the special control message and immediately apply the brakes to control the train to stop as soon as possible.

[0112] By adding a flag to indicate whether the axle counting section is available, the problem of ZC being unable to determine whether the train is actually advancing recklessly in the event of communication delay or packet loss is solved, which improves the safety of train operation.

[0113] In one possible implementation, in addition to reckless advance identification, the train reckless advance protection method also includes: when a train enters an approach, if an abnormal situation exists and the approach needs to be closed, determining whether the axle counting section is available and marking it as an abnormal section that is unavailable; and withdrawing the mobile authorization terminal to the outside of the abnormal section.

[0114] When the train has entered the route and CI determines that an abnormal situation has occurred in the route and the route needs to be closed, CI can notify ZC to withdraw MA to the outside of the abnormal area through the axle counting section availability flag to ensure the safe operation of the train.

[0115] See also Figure 3 , Figure 3 A flow chart of a train overrun protection method provided in an embodiment of the present application.

[0116] Determine that the train is in CBTC mode, obtain the section A where the maximum front end of the train in the previous cycle is located, and the section B where the maximum front end of the train in this cycle is located. Section A and section B are different. As an example, section A is the section outside the signal, and section B is the section inside the signal. Then obtain the same-direction signal on the path from A to B, which is consistent with the running direction of the train. If the first state of the signal is the prohibited state, it is determined to be reckless; if the first state of the signal is the permitted state, then the current cycle timestamp of ZC is recorded as the reckless detection timestamp C that triggers the reckless detection.

[0117] The reckless detection timestamp C is used to record the time of the current ZC cycle. If the reckless detection timestamp C exists, it can trigger further reckless detection. When ZC performs reckless continuity detection in subsequent cycles, it will compare it with the reckless detection timestamp C to determine whether the train has reckless behavior.

[0118] Section A and Section B are identical (see Appendix below). Figure 6 The train operation status is determined by the CI, and the next step of reckless advance judgment is performed according to the comparison result between the timestamp information replied by the CI and the reckless advance detection timestamp C.

[0119] If the timestamp information does not reach the over-advance detection timestamp C, it is determined that the second state of the signal is a prohibition signal, and the train is judged to be over-advance.

[0120] If the timestamp information does not reach the over-advance detection timestamp C, it is determined that the second state of the signal is a permission signal, and then the axle counting section availability flag is further determined. When the axle counting section availability flag is unavailable, it is determined that the train is over-advance.

[0121] If the timestamp information reaches or skips the over-advance detection timestamp C, the usability flag of the axle counting section is determined. When the usability flag of the axle counting section is unavailable, it is determined that the train is over-advance.

[0122] It should be noted that the process of the reckless advance detection is continuous. After one detection is completed, the next reckless advance detection will begin because the train position report changes during the train operation, and the data received and sent between ATP, CI, and ZC are real-time and uninterrupted. The reckless advance detection is a cyclic detection that can detect the actual reckless advance status of the train in a timely manner.

[0123] By adding a flag indicating whether the axle counting section is available, the granularity of the MA terminal calculation is refined at the ZC-CI level to improve safety during driving. In the current design, the MA terminal calculation at the ZC-CI level relies solely on the route start signal. For trains that have already passed the signal, CI cannot notify the ZC of the identified route abnormality to withdraw the MA. After adopting the solution shown in the embodiment of the present application, CI can notify the ZC to withdraw the train's MA to the outside of the abnormal section through the flag indicating whether the axle counting section is available, thereby improving the safety of train operation.

[0124] Based on the contents of the above steps S101-S107, it can be seen that the embodiment of the present application changes the judgment of recklessness caused by communication delay / packet loss from a timely judgment to a continuous state judgment, thereby avoiding the influence of delay and packet loss on the timely judgment, which causes the scene that should be judged as reckless to be judged as normal. The continuous state judgment method makes the delay / packet loss only delay the ZC's recognition of recklessness for a short period of time, and does not cause the situation where recklessness should be judged but is not judged.

[0125] In another embodiment of the present application, three existing reckless advance scenarios are described respectively.

[0126] See also Figure 4-Figure 6 , which are schematic diagrams of three reckless advancement scenarios provided in embodiments of the present application.

[0127] Figure 4 In the scenario where the protection section has been set, ZC determines that the train position in the previous cycle is located in the section outside the signal, the signal state is a prohibited signal, the train obstacle point is located at the location of the signal, and the safety point enters the protection section. In the current cycle, the train position is in the section inside the signal, the signal state is a prohibited signal, the train obstacle point is located at the location of the signal, and the safety point enters the protection section, then the train is judged to be reckless.

[0128] Attached Figure 4-6 The maximum front end, minimum front end, maximum rear end and minimum rear end of the train are provided by ATP to ZC. When ATP sends the above position information, the actual position of the train should be within its given safety range. The safety point is the ZC calculation mobile authorization terminal.

[0129] The starting point of the mobile authorization calculated by ZC is the smallest rear end of the train, and the mobile authorization terminal calculated by ZC is the safety point. If the safety point calculated by ZC cannot cross the position envelope of the train (maximum front end, minimum front end, maximum rear end and minimum rear end), ZC will send a special control message to ATP, and ATP will control the train based on the mobile authorization information or special control message sent by ZC. Figure 4-6The middle is a scenario where ZC can normally calculate the movement authorization, and the scenario where the safety point calculated by ZC cannot cross the position envelope of the train is not shown. The embodiment of the present application does not limit the movement authorization starting point, and the movement authorization starting point can also be a certain distance extending backward from the minimum rear end.

[0130] Figure 5 In the scenario where the train has closed its route, ZC determines that in the previous cycle, the train position was in the outer section of the signal, at which time the signal state was a permission signal, and the mark of whether the axle counting section in the route is available was available; in the current cycle, the train position is in the inner section of the signal, the signal state is a prohibition signal, and the mark of whether the axle counting section in the route is available is unavailable, and the train is judged to be advancing recklessly.

[0131] Figure 6 In the scenario of communication delay / interruption, in the first cycle, the signal state received by ZC from CI is a permission signal; in the second cycle, the signal state received by ZC from CI is a prohibition signal, and ZC continues to use the signal state of the first cycle as a permission signal. The train runs normally in the second cycle and enters a closed approach; in the third cycle, the signal state received by ZC from CI is updated to a prohibition signal, and the availability mark of the axle counting section in the approach is unavailable, and the train is judged to be advancing recklessly.

[0132] The above embodiment of the present application provides a train overrunning protection method under the CBTC mode. Next, a train overrunning protection system under the CBTC mode also provided in the embodiment of the present application is described, which is used to perform the above Figure 1 The train intrusion protection system is applied to the zone controller ZC, and the train is in the communication-based train control system CBTC mode. Next, the function of the train intrusion protection system in the CBTC mode is described. The structural diagram of the train intrusion protection system in the CBTC mode is shown in FIG. Figure 7 As shown, it includes an acquisition module 701, a reckless advance detection module 702, a setting module 703, a determination module 704 and a control module 705.

[0133] in,

[0134] An acquisition module 701 is used to acquire a train current position report transmitted by an automatic train protection system ATP, a first period position report, and a first period data packet sent by a computer interlocking system CI, wherein the first period data packet includes a first state of a signal machine;

[0135] The reckless advance detection module 702 is used to trigger reckless advance detection if the current train position report indicates that the maximum front end of the train is located in the inner section of the signal at the current cycle moment, and the first cycle position report indicates that the maximum front end of the train is located in the outer section of the signal at the end of the previous cycle;

[0136] The setting module 703 is used to set the logical section corresponding to the inner section of the signal to an occupied state when it is detected that the maximum front end of the train enters the inner section of the signal, and send the occupied state to the CI;

[0137] The acquisition module 701 is used to acquire the over-advance detection timestamp, the updated current position report of the train transmitted by ATP, and the second cycle data packet returned by CI, wherein the second cycle data packet includes timestamp information, the second state of the signal, and a flag indicating whether the axle counting section is available;

[0138] The determination module 704 is used to determine that the train is advancing recklessly if the updated current position report of the train and the maximum front end of the train indicated by the current position report of the train are located in the same section, and if the timestamp information and the second state of the signal meet a first preset condition; the first preset condition is that the timestamp information does not reach the reckless advance detection timestamp, and the second state of the signal indicates a prohibition signal;

[0139] The determination module 704 is further configured to determine that the train is recklessly advancing if the second periodic data packet satisfies a second preset condition; the second preset condition is that the timestamp information does not reach the reckless advancing detection timestamp, and the second state of the signal indicates any one of a permitted signal, the timestamp information reaches the reckless advancing detection timestamp, and the timestamp information skips the reckless advancing detection timestamp, and the axle counting section availability flag is unavailable;

[0140] The control module 705 is used to transmit a special control message to the ATP when it is determined that the train is advancing recklessly, so that the ATP controls the train braking.

[0141] In a possible implementation, the determination module 704 is further configured to determine that the train is advancing recklessly if the first state of the signal indicates a prohibition signal.

[0142] In a possible implementation, the train overrun protection system further includes:

[0143] The determination module is used for trains to enter the route. If there is an abnormal situation and the route needs to be closed, it determines whether the axle counting section is available and marks it as an abnormal section that is unavailable;

[0144] The withdrawal module is used to withdraw the mobile authorization terminal to the outside of the abnormal section.

[0145] In a possible implementation, if the first state of the signal indicates a permission signal, the train overrun protection system further includes:

[0146] The recording module is used to record the current cycle timestamp of ZC as the reckless advance detection timestamp.

[0147] In a possible implementation, the train overrun protection system further includes:

[0148] The pre-processing module is used to add a flag indicating whether the axle counting section is available for each axle counting section in advance in the ZC-CI interface protocol.

[0149] The embodiment of the present application provides a train overrun protection system under CBTC mode, and the system includes an acquisition module, an overrun detection module, a setting module, a determination module and a control module. The acquisition module is used to acquire the train current position report transmitted by the automatic train protection system ATP, the first cycle position report and the first cycle data packet sent by the computer interlocking system CI, and the first cycle data packet includes the first state of the signal. The overrun detection module is used to trigger overrun detection if the train current position report indicates that the maximum front end of the train is located in the inner section of the signal at the current cycle moment, and the first cycle position report indicates that the maximum front end of the train is located in the outer section of the signal at the end of the previous cycle. The setting module is used to set the logical section corresponding to the inner section of the signal to an occupied state when it is detected that the maximum front end of the train enters the inner section of the signal, and send the occupied state to CI. The acquisition module is also used to acquire the timestamp of overrun detection, the updated current position report of the train transmitted by ATP and the second cycle data packet returned by CI, and the second cycle data packet includes timestamp information, the second state of the signal and whether the axle counting section is available. The determination module is used to determine that the train is reckless if the current position report after the train is updated and the maximum front end of the train indicated by the current position report of the train is located in the same section, and if the timestamp information and the second state of the signal meet the first preset condition; the first preset condition is that the timestamp information does not reach the reckless detection timestamp, and the second state of the signal indicates a prohibition signal; if the second period data packet meets the second preset condition, the train is determined to be reckless; the second preset condition is that the timestamp information does not reach the reckless detection timestamp, and the second state of the signal indicates any one of the permission signal, the timestamp information reaches the reckless detection timestamp, and the timestamp information skips the reckless detection timestamp, and the axle counting section availability flag is unavailable. The control module is used to transmit a special control message to the ATP when determining that the train is reckless, so that the ATP controls the train braking. In this way, by adding the flag of whether the axle counting section is available, the problem that the ZC cannot judge the true state of the signal due to abnormal communication is solved, and the scene of the train reckless can be accurately identified, the actual reckless situation of the train can be judged, and the safety of train operation is improved.

[0150] Based on the train overrun protection method under CBTC mode provided by the above method embodiment, the present application embodiment provides a train overrun protection device under CBTC mode, see Figure 8 , the device includes: a processor, a memory, and a system bus;

[0151] The processor and the memory are connected via the system bus;

[0152] The memory is used to store one or more programs, and the one or more programs include instructions. When the instructions are executed by the processor, the processor executes the train overrun protection method in the CBTC mode described in any one of the above embodiments.

[0153] Based on the train overrun protection method under CBTC mode provided by the above method embodiment, an embodiment of the present application provides a computer-readable storage medium, which stores instructions. When the instructions are executed on a device, the device executes the train overrun protection method under CBTC mode described in any one of the above embodiments.

[0154] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can refer to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system or system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can refer to the partial description of the method embodiment. The system and system embodiments described above are merely schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without creative work.

[0155] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to function. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0156] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A train risk-advancing protection method in CBTC mode, characterized in that: The method is applied to a zone controller ZC, and the train is in a communication-based train control system CBTC mode. The train overrun protection method includes: Obtaining a train current position report, a first cycle position report, and a first cycle data packet sent by a computer interlocking system CI transmitted by an automatic train protection system ATP, wherein the first cycle data packet includes a first state of a signal machine; If the current train position report indicates that the maximum front end of the train is located in the inner section of the signal at the current cycle time, and the first cycle position report indicates that the maximum front end of the train is located in the outer section of the signal at the end of the previous cycle, then over-advance detection is triggered; When it is detected that the maximum front end of the train enters the inner section of the signal, the logical section corresponding to the inner section of the signal is set to an occupied state, and the occupied state is sent to the CI; Obtain the timestamp of the over-advance detection, the updated current position report of the train transmitted by ATP, and the second cycle data packet returned by CI, wherein the second cycle data packet includes the timestamp information, the second state of the signal, and the flag of whether the axle counting section is available, and the axle counting section is the section within the current train route; If the updated current position report of the train and the maximum front end of the train indicated by the current position report of the train are located in the same section, then if the timestamp information and the second state of the signal meet the first preset condition, it is determined that the train is advancing recklessly; the first preset condition is that the timestamp information does not reach the reckless advance detection timestamp, and the second state of the signal indicates a prohibition signal; If the second periodic data packet meets the second preset condition, it is determined that the train is recklessly advancing; the second preset condition is that the timestamp information does not reach the reckless advancing detection timestamp, and the second state of the signal indicates any one of the following: the signal is allowed, the timestamp information reaches the reckless advancing detection timestamp, and the timestamp information skips the reckless advancing detection timestamp, and the axle counting section availability flag is unavailable; When it is determined that the train is advancing recklessly, a special control message is transmitted to ATP, allowing ATP to control the train braking.

2. The train intrusion protection method according to claim 1 is characterized in that: If the first state of the signal indicates a prohibition signal, it is determined that the train is advancing recklessly.

3. The train overrun protection method according to claim 1, characterized in that: The train overrun protection method further comprises: When a train enters the route, if there is an abnormal situation and the route needs to be closed, it is determined whether the axle counting section is available and the abnormal section is marked as unavailable; Withdraw the mobile authorization terminal to the outside of the abnormal section.

4. The train overrun protection method according to claim 1, characterized in that: If the first state of the signal indicates a permission signal, the train overrun protection method further includes: The timestamp of the current ZC cycle is recorded as the timestamp of the rash advance detection.

5. The train intrusion protection method according to claim 1 is characterized in that: The train overrun protection method further comprises: A flag indicating whether the axle counting section is available is added in advance to each axle counting section in the ZC-CI interface protocol.

6. A train intrusion protection system in CBTC mode, characterized in that: The system is applied to the zone controller ZC, the train is in the communication-based train control system CBTC mode, and the train overrun protection system includes: An acquisition module, used to acquire a train current position report transmitted by an automatic train protection system ATP, a first cycle position report, and a first cycle data packet sent by a computer interlocking system CI, wherein the first cycle data packet includes a first state of a signal machine; An over-advance detection module, configured to trigger over-advance detection if the current train position report indicates that the maximum front end of the train is located in the inner section of the signal at the current cycle moment, and the first cycle position report indicates that the maximum front end of the train is located in the outer section of the signal at the end of the previous cycle; A setting module is used to set the logical section corresponding to the inner section of the signal to an occupied state when it is detected that the maximum front end of the train enters the inner section of the signal, and send the occupied state to the CI; The acquisition module is further used to acquire the over-advance detection timestamp, the updated current position report of the train transmitted by ATP, and the second cycle data packet returned by CI, wherein the second cycle data packet includes timestamp information, the second state of the signal, and a flag indicating whether the axle counting section is available, and the axle counting section is a section within the current train route; A determination module, configured to determine that the train is advancing recklessly if the updated current position report of the train and the maximum front end of the train indicated by the current position report of the train are located in the same section, and if the timestamp information and the second state of the signal satisfy a first preset condition; the first preset condition is that the timestamp information does not reach the reckless advance detection timestamp, and the second state of the signal indicates a prohibition signal; The determination module is further configured to determine that the train is recklessly advancing if the second periodic data packet satisfies a second preset condition; the second preset condition is that the timestamp information does not reach the reckless advancing detection timestamp, and the second state of the signal indicates any one of a permitted signal, the timestamp information reaches the reckless advancing detection timestamp, and the timestamp information skips the reckless advancing detection timestamp, and the axle counting section availability flag is unavailable; The control module is used to transmit a special control message to the ATP when it is determined that the train is advancing recklessly, so that the ATP controls the train braking.

7. The train intrusion protection system according to claim 6, characterized in that: The determination module is further configured to determine that the train is advancing recklessly if the first state of the signal indicates a prohibition signal.

8. The train intrusion protection system according to claim 6, characterized in that: The train intrusion protection system also includes: The determination module is used for trains to enter the route. If there is an abnormal situation and the route needs to be closed, it determines whether the axle counting section is available and marks it as an abnormal section that is unavailable; The withdrawal module is used to withdraw the mobile authorization terminal to the outside of the abnormal section.

9. The train intrusion protection system according to claim 6, characterized in that: If the first state of the signal indicates a permission signal, the train overrun protection system further includes: The recording module is used to record the current cycle timestamp of ZC as the reckless advance detection timestamp.

10. The train intrusion protection system according to claim 6, characterized in that: The train intrusion protection system also includes: The pre-processing module is used to add a flag indicating whether the axle counting section is available for each axle counting section in advance in the ZC-CI interface protocol.

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