Method and system for switching CBTC and TACS modes of train

Abstract

The invention relates to a method and a system for switching a train CBTC (Communication Based Train Control) mode and a TACS (Train Adaptive Control System) mode, a mode switching area is arranged at the junction of a CBTC area and a TACS area, so that the train can be switched between the two modes, a vehicle-mounted controller of the train can automatically switch the CBTC and the TACS to operate according to the physical position of the vehicle-mounted controller, the problem of compatible operation of a TACS system and a CBTC system is solved, and the reliability of the train is improved. The problem that when TACS system transformation is carried out on an existing CBTC line, all vehicles in the whole line must be updated to be the TACS system is solved, and a large amount of transformation cost is saved. Compared with the prior art, the method has the advantages of flexibility, safety, high trackside resource utilization rate and the like.

Description

Technical Field

[0001] The present invention relates to the technical field of train operation control, and in particular to a method and system for switching between CBTC and TACS modes of a train. Background Art

[0002] The CBTC standard has been implemented in the urban rail transit signal system in China for many years and has extensive implementation experience. Most of the more than 300 subway lines that have been opened in China use the CBTC standard. In recent years, the TACS standard signal system based on vehicle-to-vehicle communication, led by Shenzhen Line 20, has gradually begun to develop. Its high trackside resource utilization efficiency has attracted the attention of many subway construction and operation units and is expected to become a trend in future urban rail transit construction. However, many CBTC lines are currently being built in stages, and the second and third phases have not reached the renovation period, which means that only the first phase can be renovated with the TACS system.

[0003] If the first phase is to be transformed into TACS, and the second and third phases are to maintain the existing CBTC system, the CBTC system and the TACS system must be compatible. The trackside resource management methods of the CBTC and TACS systems are completely different, and the onboard and trackside equipment used are also completely different, which makes it impossible for trains to run compatible in the two standard sections.

[0004] The existing CBTC system and resource management method is: connected to trackside switch machines, signals, axle counters, SPKS, ESP and platform doors through relay combination cabinets, connected by computer interlocking with relay combination cabinets, and according to the operation tasks issued by ATS (Automatic Train Supervision), the status of trackside resources is collected and controlled. The regional controller is connected with the computer interlocking, obtains the status of trackside resources and provides mobile authorization to the on-board controller accordingly, so as to complete real-time monitoring of trackside resources and ensure driving safety.

[0005] The existing TACS system and resource management method is: ATS gives operating tasks to the onboard controller, the onboard controller autonomously requests trackside resources, sends a use request to the trackside resource manager, and the trackside resource manager sends commands to the target controller and collects equipment status. The target controller directly collects and controls the trackside physical equipment.

[0006] Chinese patent application CN116198573A discloses a train operation control method, which determines whether the train meets the conditions for entering the TACS control level by receiving an instruction allowing entry into the TACS control level; if so, the train is controlled to enter the TACS control level, and a TACS control notification is sent to the ground equipment of the line section where the train is located. This patent mainly involves the switching of control levels, and does not mention how to maintain the compatibility of the two systems when the TACS system is modified on an existing CBTC line, which limits its application in relatively complex scenarios. Therefore, how to ensure the automatic switching of CBTC and TACS modes on existing train equipment and reduce the update cost has become a technical problem that needs to be solved. Summary of the invention

[0007] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a method and system for switching between CBTC and TACS modes of trains. The on-board system automatically switches to CBTC mode or TACS mode according to the physical position of the train itself, and supports TACS compatibility modification of CBTC lines, segment modification and car-by-car modification of the TACS system.

[0008] The purpose of the present invention can be achieved by the following technical solutions:

[0009] According to one aspect of the present invention, a method for switching between CBTC and TACS modes of a train is provided, wherein a mode switching area is set at the junction of the CBTC and TACS areas, and when the train enters the mode switching area, the on-board system automatically switches to CBTC mode or TACS mode according to the physical position of the train itself.

[0010] Furthermore, after entering the mode switching area, the on-board system sends a mode switching request to the ATS according to its own positioning information, and the ATS authorizes the train to enter the corresponding operating mode. When the train switches from the CBTC mode to the TACS mode, the on-board system requests resources such as switches from the regional trackside resource controller, and calculates the safe driving curve according to the status of the trackside equipment fed back by the trackside resource controller, and executes the automatic driving function; when the train switches back to the CBTC mode from the TACS mode, the on-board system drives according to the CBTC operating task and the mobile authorization provided by the trackside controller, and releases the resources after the train completes the operating task.

[0011] The time when a TACS train executes the resource release is when the train actively releases the resource, and the time when a CBTC train executes the resource release is when the axle counting section is cleared.

[0012] The trackside controller in the mode switching area can continuously monitor the equipment status of the co-managed area, and provide CBTC movement authorization according to the request of the on-board system, and can also provide TACS resource status.

[0013] According to another aspect of the present invention, a system for switching between CBTC and TACS modes of a train is provided, comprising an onboard controller, a regional trackside resource controller, a target controller and an automatic train monitoring module, wherein the onboard controller automatically switches to CBTC mode or TACS mode according to the physical location of the train; the regional trackside resource controller receives and processes requests from the onboard controller, feeds back resource status, and feeds back equipment status to the automatic train monitoring system; the target controller controls trackside equipment according to commands from the regional trackside resource controller; and the automatic train monitoring module manages the train driving plan and issues driving tasks to the onboard controller.

[0014] Furthermore, the regional trackside resource controller can communicate with all TACS trains and CBTC trains in the area at the same time and control multiple target controllers to ensure that the same trackside equipment resources can only be occupied by one train at a time.

[0015] Furthermore, the system also includes trackside physical equipment: turnout machines, signal machines, axle counting equipment, personnel protection switches, platform emergency closing devices and platform doors, and the trackside physical equipment is controlled by the target controller according to the command of the regional trackside resource controller.

[0016] The system also supports substation reconstruction, which allows the reconstruction of parts of the existing CBTC line to TACS line while maintaining CBTC mode operation in the unconverted areas.

[0017] Compared with the prior art, the present invention has the following beneficial effects:

[0018] (1) Improved compatibility and flexibility: A mode switching area is set up at the interface between the CBTC and TACS systems, allowing trains to smoothly transition from one mode to another. This solves the compatibility issue between the CBTC and TACS systems and improves the flexibility of system transformation, allowing TACS system transformation to be carried out in stages, greatly saving transformation costs.

[0019] (2) Improve system safety and reliability: The real-time status monitoring and feedback mechanism of the regional trackside resource controller ensures the safety of train operation during mode switching. Whether in CBTC mode or TACS mode, the system can provide accurate movement authorization and resource status information to support the safe operation of trains.

[0020] (3) Guaranteed resource utilization efficiency: By optimizing the design of the trackside resource manager, the TACS trains can ensure efficient use of trackside equipment resources. At the same time, CBTC trains can also be seamlessly connected when needed, without reducing the overall resource utilization efficiency due to system switching. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is the structure diagram of the existing CBTC system;

[0022] Figure 2 It is the structural diagram of the existing TACS system;

[0023] Figure 3 A schematic diagram of the process of the vehicle controller completing mode switching according to the physical space;

[0024] Figure 4 The overall structure diagram of the device that switches between CBTC and TACS modes according to the physical space. DETAILED DESCRIPTION

[0025] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0026] like Figure 1 As shown in the figure, it is the structure diagram of the existing CBTC system. It is connected to the trackside switch machine, signal machine, axle counter, SPKS, ESP and platform door equipment through the relay combination cabinet. It is connected to the relay combination cabinet by computer interlocking. According to the operation task issued by ATS, the status of trackside resources is collected and controlled. The regional controller is connected with the computer interlocking to obtain the status of trackside resources and provide the mobile authorization to the on-board controller accordingly, so as to complete the real-time monitoring of trackside resources and ensure driving safety. Figure 2 As shown in the figure, it is the structure diagram of the existing TACS system. The ATS gives the operation task to the on-board controller. The on-board controller autonomously requests the trackside resources and sends a use request to the trackside resource manager. The trackside resource manager sends a command to the target controller and collects the equipment status. The target controller directly collects and controls the trackside physical equipment. The trackside resource management methods of the two different systems are completely different. To realize the entry of trains from the CBTC area to the TACS area and the entry of the TACS area to the CBTC area, the existing system architecture must be redesigned. First, it is necessary to set a mode overlap area at the junction of CBTC and TACS. In this area, the on-board system can switch from CBTC to TACS mode and from TACS to CBTC mode according to its own positioning.

[0027] The present invention provides a method for switching between CBTC and TACS modes of a train. A mode switching area is set at the junction of the CBTC and TACS areas. When the train enters the mode switching area, the on-board system automatically switches to CBTC mode or TACS mode according to the physical position of the train itself. After entering the mode switching area, the on-board system sends a mode switching request to the ATS according to its own positioning information, and the ATS authorizes the train to enter the corresponding operation mode. When the train switches from the CBTC mode to the TACS mode, the on-board system requests resources such as turnouts from the regional trackside resource controller, and calculates a safe driving curve according to the trackside equipment status fed back by the trackside resource controller, and executes the automatic driving function; when the train switches back from the TACS mode to the CBTC mode, the on-board system drives according to the CBTC operation task and the mobile authorization provided by the trackside controller, and releases the resources after the train completes the operation task. The time when the TACS train executes the release of the resources is the train's active release, and the time when the CBTC train executes the release of the resources is the clearing of the axle counting section. The trackside controller in the mode switching area can continuously monitor the equipment status of the co-managed area, and provide CBTC mobile authorization according to the request of the on-board system, and can also provide TACS resource status.

[0028] like Figure 3 As shown, taking the example of two CBTC trains entering the mode switching area, the front train continues to operate in TACS mode, and the rear train returns in CBTC mode, it explains how the on-board controller completes the mode switching according to the physical position.

[0029] The specific steps are as follows:

[0030] S1: ATS sends an operation task to the CBTC train according to the operation plan. The operation task is to cross the turnout positioning task.

[0031] S2: CBTC train enters the mode switching area;

[0032] S3: The CBTC train has entered the mode switching area according to its own positioning and requests to enter the TACS mode;

[0033] S4: ATS authorizes the train to enter TACS mode according to the operation task. The train enters TACS mode and requests the turnout positioning resources from the regional trackside resource controller;

[0034] S5: The regional trackside resource controller sends a command to the target controller to operate the turnout to the position. After the target controller operates the turnout to the position, it feeds back the turnout position status to the regional trackside resource controller. The regional trackside resource controller feeds back the authorized status of the turnout reverse position resource to the TACS train. The TACS train obtains the turnout position resource;

[0035] S6: After the TACS train obtains the switch positioning resource, it automatically runs and passes through the switch area. After the tail of the TACS train clears the switch area, it immediately sends a request to release the switch resource to the regional trackside resource controller. The switch resource is released. The TACS train leaves the mode switching area and enters the TACS area;

[0036] S7: The following CBTC train enters the mode switching area;

[0037] S8: The CBTC train has entered the mode switching area according to its own positioning and requests to enter the TACS mode;

[0038] S9: ATS still instructs the train to operate in CBTC mode according to the operation task;

[0039] S10: ATS arranges a return route for the CBTC train according to the operation plan and sends the route processing request to the regional trackside resource controller. After the TACS train releases the turnout resources, the regional trackside resource controller immediately sends a turnout reverse position operation instruction, and the turnout is operated to the reverse position. The positioning route of the CBTC train is established. For other TACS trains, the turnout resources are occupied again at this time, and the regional trackside resource controller no longer responds to other resource application requests;

[0040] S11: The CBTC train completes the turnaround mission according to the route and operation mission, and finally returns to the CBTC area.

[0041] like Figure 4 As shown, a system for switching between CBTC and TACS modes of trains is provided, including an onboard controller, a regional trackside resource controller, a target controller and an automatic train monitoring module, wherein the onboard controller automatically switches to CBTC mode or TACS mode according to the physical location of the train; the regional trackside resource controller receives and processes requests from the onboard controller, feeds back resource status, and feeds back device status to the automatic train monitoring system; the target controller controls the trackside equipment according to the commands of the regional trackside resource controller; the automatic train monitoring module manages the train driving plan and issues driving tasks to the onboard controller.

[0042] The regional trackside resource controller can communicate with all TACS trains and CBTC trains in the area at the same time and control multiple target controllers to ensure that the same trackside equipment resources can only be occupied by one train at a time.

[0043] The system also includes trackside physical equipment: turnout machines, signal machines, axle counting equipment, personnel protection switches, ESP platform emergency closing devices and platform doors. The trackside physical equipment is controlled by the target controller according to the command of the regional trackside resource controller.

[0044] The system supports substation reconstruction, converting parts of the existing CBTC line to TACS line while maintaining CBTC mode operation in the unconverted areas.

[0045] The train positioning and protection system based on satellite and transponder of the present invention comprises a satellite positioning system, a ground entity transponder, a wireless block center, an electronic map database and a train control vehicle-mounted device. The satellite positioning system locates the train position and searches the electronic map to obtain the nearest relevant transponder group, and reports the position information of the train and the nearest relevant transponder group to the wireless block center; after receiving the position of the train and the nearest relevant transponder group, the wireless block center sends a driving permit to the vehicle-mounted device; the train departs from the station according to the driving permit, and searches for the physical transponder on the same track in the departure direction of the train.

[0046] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the described module can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0047] The electronic device of the present invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0048] Multiple components in the device are connected to the I / O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunication networks.

[0049] The processing unit performs the various methods and processes described above, such as the method of the present invention. For example, in some embodiments, the method of the present invention can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the method of the present invention described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the method of the present invention by any other appropriate means (e.g., by means of firmware).

[0050] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0051] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0052] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0053] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A method for switching between CBTC and TACS modes of a train, characterized in that: A mode switching area is set at the junction of the CBTC and TACS areas. When the train enters the mode switching area, the on-board system automatically switches to CBTC mode or TACS mode according to the train's own physical position.

2. A method for switching between CBTC and TACS modes of a train according to claim 1, characterized in that: After entering the mode switching area, the on-board system sends a mode switching request to the train automatic monitoring module according to its own positioning information. The train automatic monitoring module authorizes the train to enter the corresponding operation mode. When the train switches from CBTC mode to TACS mode, the on-board system requests switch resources from the regional trackside resource controller, calculates the safe driving curve according to the trackside equipment status fed back by the trackside resource controller, and executes the automatic driving function; when the train switches from TACS mode back to CBTC mode, the on-board system drives according to the CBTC operation task and the mobile authorization provided by the trackside controller, and releases the resources after the train completes the operation task.

3. A method for switching between CBTC and TACS modes of a train according to claim 2, characterized in that: The time when a TACS train executes the resource release is when the train actively releases the resource, and the time when a CBTC train executes the resource release is when the axle counting section is cleared.

4. A method for switching between CBTC and TACS modes of a train according to claim 1, characterized in that: The trackside controller in the mode switching area can continuously monitor the equipment status of the co-managed area and provide CBTC movement authorization or TACS resource status according to the request of the on-board system.

5. A system using the method for switching train CBTC and TACS modes as claimed in any one of claims 1 to 4, characterized in that: It includes an on-board controller, a regional trackside resource controller, a target controller and an automatic train monitoring module, wherein the on-board controller automatically switches to CBTC mode or TACS mode according to the physical location of the train; the regional trackside resource controller receives and processes requests from the on-board controller, feeds back the resource status, and feeds back the equipment status to the automatic train monitoring system; the target controller controls the trackside equipment according to the commands of the regional trackside resource controller; the automatic train monitoring module manages the train driving plan and issues driving tasks to the on-board controller.

6. A system for switching train CBTC and TACS modes according to claim 5, characterized in that: The regional trackside resource controller can communicate with all TACS trains and CBTC trains in the area at the same time and control multiple target controllers to ensure that the same trackside equipment resources can only be occupied by one train at a time.

7. A system for switching train CBTC and TACS modes according to claim 5, characterized in that: It also includes trackside physical equipment: turnout machines, signal machines, axle counting equipment, personnel protection switches, platform emergency closing devices and platform doors. The trackside physical equipment is controlled by the target controller according to the command of the regional trackside resource controller.

8. A system for switching train CBTC and TACS modes according to claim 5, characterized in that: The system supports substation reconstruction, converting parts of the existing CBTC line to TACS line while maintaining CBTC mode operation in the unconverted areas.

9. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 4 is implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 4 is implemented.

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