Autonomous sensing equipment-based train enhanced screening method

Abstract

The invention relates to a train enhanced screening method based on autonomous sensing equipment, which multiplexes the autonomous sensing equipment (APS) used for detecting obstacles in an existing system, and through real-time interaction between the APS and a vehicle-mounted controller (CC), the APS sends barrier-free point information in front of / behind a train to the CC; after detecting that the front / rear barrier-free points are consistent with the current train safety positioning information, the CC sends the information to a zone controller (ZC), the ZC executes train head / tail screening operation according to the train safety positioning information, the front / rear barrier-free point information, the occupancy state of secondary detection equipment (STDE) and other information, head screening (head screening for short) is rapidly completed, and the train is recovered to run in a CBTC mode; and tail screening (tail screening for short) is completed, and a rear train moving block tracking operation mode is recovered. Compared with the prior art, the operation execution efficiency of the train head / tail sieve is improved, the normal operation recovery time of the line is shortened, and the operation efficiency is improved.

Description

Technical Field

[0001] The present invention relates to rail transit technology, and in particular to a train enhanced screening method based on autonomous sensing equipment. Background Art

[0002] In the communication-based train control (CBTC) system, the operation of trains depends on accurate location information and real-time communication. When the non-communication train resumes communication, the system needs to perform head screening and tail screening on it to confirm the exact location of the head and tail of the train. The head screening operation is an important step to ensure that the train is safely and accurately positioned on the line, and can ensure that the line ahead is barrier-free, so as to safely upgrade to CBTC mode operation. The tail screening can confirm that there are no obstacles or other trains behind the tail of the screened train, and at the same time confirm the safe distance between the subsequent train and the screened train to prevent rear-end collisions, thereby ensuring that the entire line is safe in this section, and allowing subsequent trains to enter and resume the mobile block tracking mode, improving the operational efficiency of the line.

[0003] After the head screening operation is completed, the train can be upgraded to CBTC mode, and after the tail screening operation is completed, the rear train can resume the moving block tracking mode. The existing head / tail screening operation execution conditions are complex and harsh, especially the head screening operation requires the driver to drive the train in the limited manual driving mode (RM) at a low speed and long distance, and the screening operation execution time is long, which has a great impact on the safety and efficiency of line operations.

[0004] In order to improve the efficiency of train screening operations, reduce the operation execution time, and speed up the restoration of normal operation of the line, it has become a problem that needs to be solved to safely and quickly meet the head / tail screening operation conditions with the help of other external technical means. Summary of the invention

[0005] The purpose of the present invention is to provide a train enhanced screening method based on an autonomous sensing device, which can complete the head screening / tail screening operation more quickly and accurately, and speed up the execution efficiency of the head / tail screening operation of the train.

[0006] The purpose of the present invention can be achieved by the following technical solutions:

[0007] A train enhanced screening method based on autonomous sensing equipment, the method comprising:

[0008] After the non-communication train resumes communication, the head autonomous sensing equipment is used to model the entire line of the running line, and a two-way mapping is established between the full-line modeling coordinate system and the signal system line map coordinate system;

[0009] The head onboard controller monitors the turnout identification number and turnout position information within the detection distance of the head screen in front of the train running path in real time;

[0010] Use the head autonomous sensing device to detect the train ahead in real time, and calculate the coordinates of the barrier-free point based on the switch identification number and switch location information, and map the barrier-free point coordinates to the signal system line map coordinates;

[0011] Use the head vehicle-mounted controller to detect and obtain the train safety positioning coordinates, and compare whether the obstacle-free point is consistent with the train safety positioning coordinates;

[0012] According to the coordinates of the obstacle-free point ahead, the coordinates of the train safety positioning and the occupancy status of the secondary detection equipment, the train head screening operation is performed through the area controller;

[0013] After completing the first screening operation, the train returns to CBTC mode.

[0014] Furthermore, independent autonomous sensing devices and on-board controllers are installed at both ends of the train respectively, and secure communication is carried out between the autonomous sensing device at the same end and the on-board controller at the same end to identify the front of the train on the side of the train's running direction as the head and the other side as the tail.

[0015] Furthermore, when the head vehicle-mounted controller is used for real-time monitoring, the head vehicle-mounted controller sends all the switch identification numbers and switch positions within the detection distance of the head screen on the train path to the head-end autonomous sensing device. If the number of switchlets within the detection distance of the head screen exceeds the maximum allowable number of sends, the maximum allowable number of switch information is sent in order from near to far.

[0016] Furthermore, the calculation formula of the head screen detection distance includes:

[0017] D FSD =D max_APS_Detect +(T1+T2)×V max ,

[0018] Among them, D max_APS_Detec represents the maximum safe detection distance of the autonomous sensing device, T1 represents the validity period of the safe communication data from the autonomous sensing device to the vehicle controller, T2 represents the validity period of the safe communication data from the vehicle controller to the autonomous sensing device, V max Indicates the maximum allowed train speed on the line.

[0019] Furthermore, the process of calculating the coordinates of the obstacle-free point includes:

[0020] The train ahead is detected by the head autonomous sensing device. If no other train is detected within the actual detection distance of the head autonomous sensing device and there is no turnout within the actual detection distance of the head autonomous sensing device, the coordinates of the obstacle-free point ahead are calculated based on the coordinates of the autonomous sensing device and the actual detection distance of the head autonomous sensing device ahead;

[0021] The train ahead is detected by the head autonomous sensing device. If no other train is detected within the actual detection distance of the head autonomous sensing device and there is a switch within the actual detection distance of the head autonomous sensing device, the coordinates of the obstacle-free point ahead are calculated based on the device coordinates of the autonomous sensing device, the actual detection distance of the head autonomous sensing device ahead, the switch identification number and the switch position.

[0022] The train ahead is detected by the head autonomous sensing device. If other trains are detected within the actual detection distance of the head autonomous sensing device and there are no switches within the actual detection distance of the head autonomous sensing device, the coordinates of the obstacle-free point ahead are calculated based on the coordinates of the autonomous sensing device and the distance between the current train and the train ahead obtained by detection;

[0023] The train ahead is detected by the head autonomous sensing device. If other trains are detected within the actual detection distance of the head autonomous sensing device, and there is a switch within the actual detection distance of the head autonomous sensing device, if it is concluded from the switch position that the train ahead is not on the current train's running path, it is determined that the detected train ahead has no impact on the current train, and the coordinates of the obstacle-free point ahead are calculated based on the coordinates of the autonomous sensing device, the actual detection distance of the head autonomous sensing device, the switch identification number and the switch position;

[0024] The train ahead is detected by the head autonomous sensing device. If other trains are detected within the actual detection distance of the head autonomous sensing device and there is a switch within the actual detection distance of the head autonomous sensing device, and if it is concluded that the train ahead is on the current train's path based on the switch position, then it is determined that the detected train ahead has an impact on the current train. The coordinates of the obstacle-free point ahead are calculated based on the coordinates of the autonomous sensing device, the distance between the current train and the train ahead obtained through detection, the switch identification number, and the switch position.

[0025] Furthermore, the occupancy status of the secondary detection device is the status of whether the track section monitored by the secondary detection device is occupied by a train or other objects, and the secondary detection device includes an axle counter and a track circuit.

[0026] Furthermore, the first screening process includes:

[0027] The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point are kept across the boundary endpoint of the secondary detection device in front and the secondary detection device in front of the train is cleared, until the maximum detection delay time of the secondary detection device occupancy state ends, it is determined that the first screening operation is successful and the train completes the first screening.

[0028] Furthermore, the first screening process also includes:

[0029] The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point do not cross the boundary endpoint of the secondary detection device in front, the distance between the coordinates of the barrier-free point and the boundary endpoint of the secondary detection device in front is less than the screening distance, and the secondary detection device in front of the train is in a cleared state, until the maximum detection delay time of the secondary detection device occupancy state ends, it is determined that the first screening operation is successful and the train completes the first screening.

[0030] Furthermore, the boundary endpoints of the secondary detection equipment include an axle counter magnetic head and a track circuit insulation node.

[0031] Furthermore, the secondary detection device clears that there are no trains or other objects in the track section monitored by the secondary detection device.

[0032] Furthermore, the screening distance is the length of the shortest train running on the line minus the distance from the coupler end face of another car to the second axle on the first bogie of the nearest adjacent car.

[0033] A train enhanced screening method based on autonomous sensing equipment, the method comprising:

[0034] After the non-communication train resumes communication, the tail autonomous sensing equipment is used to model the entire line of the running line, and the coordinate system of the entire line modeling is mapped with the coordinate system of the signal system line map;

[0035] The area controller determines whether there are other trains at the rear. If so, it is determined that the rear screening operation is required and the subsequent steps are continued. Otherwise, the screening is terminated and the rear autonomous sensing device enters the standby working state.

[0036] The tail car controller monitors the turnout identification number and turnout position information within the detection distance of the tail screen behind the train running path in real time;

[0037] The rear autonomous sensing device is used to detect the train behind in real time, and the coordinates of the barrier-free point are calculated based on the switch identification number and switch location information, and then mapped to the coordinates of the signal system line map;

[0038] Use the tail vehicle-mounted controller to detect the train safety positioning coordinates and compare whether the obstacle-free point is consistent with the train safety positioning coordinates;

[0039] Perform train tail screen operation through the area controller according to the barrier-free point, train safety positioning and secondary detection equipment occupancy status;

[0040] Complete the tail screen operation, restore the moving block tracking operation mode of the rear train and put the tail autonomous sensing equipment into standby working state.

[0041] Furthermore, when the rear vehicle-mounted controller is used for real-time monitoring, the rear vehicle-mounted controller sends all the switch identification numbers and switch positions within the detection distance of the tail screen on the train's running path to the tail-end autonomous sensing device. If the number of switchlets within the detection distance of the tail screen exceeds the maximum allowable number of sends, the maximum allowable number of switchlet information is sent in order from near to far.

[0042] Furthermore, the tail screen detection distance considerations include the maximum safe detection distance of the autonomous sensing device.

[0043] Furthermore, the process of calculating the coordinates of the obstacle-free point includes:

[0044] The rear train is detected by the rear autonomous sensing device. If no other train is detected within the actual detection distance of the rear autonomous sensing device and there is no turnout within the actual detection distance of the rear autonomous sensing device, the coordinates of the obstacle-free point are calculated based on the coordinates of the autonomous sensing device and the actual detection distance of the rear autonomous sensing device.

[0045] The rear train is detected by the tail autonomous sensing device. If no other train is detected within the actual detection distance of the tail autonomous sensing device and there is a turnout within the actual detection distance of the tail autonomous sensing device, the coordinates of the barrier-free point are calculated according to the coordinates of the autonomous sensing device, the actual detection distance of the tail autonomous sensing device, the turnout identification number and the turnout position;

[0046] The rear train is detected by the rear autonomous sensing device. If other trains are detected within the actual detection distance of the rear autonomous sensing device and there is no turnout within the actual detection distance of the rear autonomous sensing device, the coordinates of the obstacle-free point are calculated based on the coordinates of the autonomous sensing device and the distance between the current train and the rear train obtained by detection;

[0047] The rear train is detected by the tail autonomous sensing device. If other trains are detected within the actual detection distance of the tail autonomous sensing device, and there is a switch within the actual detection distance of the tail autonomous sensing device, if it is concluded from the switch position that the rear train is not on the current train's running path, it is determined that the detected train has no impact on the current train, and the obstacle-free point coordinates are calculated based on the device coordinates of the autonomous sensing device, the actual detection distance of the tail autonomous sensing device, the switch identification number and the switch position;

[0048] The rear train is detected by the rear autonomous sensing device. If other trains are detected within the actual detection distance of the rear autonomous sensing device and there is a switch within the actual detection distance of the rear autonomous sensing device, and if it is concluded that the rear train is on the current train's running path based on the switch position, then it is determined that the detected train has an impact on the current train. The coordinates of the barrier-free point are calculated based on the coordinates of the autonomous sensing device, the distance between the current train and the rear train obtained through detection, the switch identification number, and the switch position.

[0049] Further, the tail screening process includes:

[0050] The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point are kept across the boundary endpoint of the secondary detection equipment and the secondary detection equipment of the train is cleared, until the maximum detection delay time of the secondary detection equipment occupancy state ends, it is determined that the tail screening operation is successful and the train completes the tail screening.

[0051] Furthermore, the tail screening process also includes:

[0052] The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point do not cross the boundary endpoint of the secondary detection equipment, the distance between the coordinates of the barrier-free point and the boundary endpoint of the secondary detection equipment is less than the screening distance, and the secondary detection equipment of the train is in a cleared state, until the maximum detection delay time of the secondary detection equipment occupied state ends, it is determined that the tail screening operation is successful and the train completes the tail screening.

[0053] Compared with the prior art, the present invention has the following beneficial effects:

[0054] 1. The present invention designs a train enhanced screening method based on autonomous sensing equipment. By introducing rapid train screening using autonomous sensing equipment, the time for the line to resume normal operation after the train restarts is shortened, and the operating efficiency is improved. The autonomous sensing equipment can communicate with the on-board controller and the regional controller in real time while remotely detecting the barrier-free points in front of or behind the train. Therefore, the head screening / tail screening operation can be completed more quickly and accurately, and the execution efficiency of the head / tail screening operation of the train can be accelerated;

[0055] 2. The present invention designs a train enhanced screening method based on autonomous sensing equipment, which performs rapid head screening / tail screening operations based on autonomous sensing equipment, so that the driver no longer needs to manually drive the train in RM mode at a low speed and over a long distance to perform head screening / tail screening operations, thereby reducing the safety risks of line operation;

[0056] 3. The present invention designs a train enhanced screening method based on autonomous sensing equipment, which adds a fast head / tail screening operation based on autonomous sensing equipment without changing the original head / tail screening operation, and uses the existing head / tail screening operation as a backup screening method, thereby improving the availability of the screening function;

[0057] 4. The present invention designs a train enhancement screening method based on autonomous sensing equipment, which reuses the existing autonomous sensing equipment of the train system to enhance system performance without increasing equipment costs;

[0058] 5. The present invention designs a train enhanced screening method based on autonomous sensing devices, which uses the autonomous sensing device at the rear of the train in an event-driven manner. Under normal operating scenarios, the autonomous sensing device at the head end of the train's running direction is in a normal working state, but the autonomous sensing device at the rear end is in a standby working state, thereby extending the service life of the autonomous sensing device. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] Figure 1 It is a schematic flow chart of the enhanced screening method for the train head of the present invention;

[0060] Figure 2 It is a schematic diagram of the enhanced screening method for the rear of a train according to the present invention;

[0061] Figure 3 It is a schematic diagram of the definition of the detection distance of the head screen of the present invention;

[0062] Figure 4 It is a schematic diagram of the first type of situation in the obstacle-free point calculation of the present invention;

[0063] Figure 5 It is a schematic diagram of the second situation in the obstacle-free point calculation of the present invention;

[0064] Figure 6 It is a schematic diagram of the third situation in the obstacle-free point calculation of the present invention;

[0065] Figure 7 It is a schematic diagram of the fourth situation in the obstacle-free point calculation of the present invention;

[0066] Figure 8 It is a schematic diagram of the fifth situation in the barrier-free point calculation of the present invention;

[0067] Fig. 9 It is a schematic diagram of the situation where the barrier-free point crosses the STDE boundary endpoint during the head screening process of the present invention;

[0068] Fig.10 It is a schematic diagram of the situation where the barrier-free point does not cross the STDE boundary endpoint during the head screening process of the present invention;

[0069] Fig.11 It is a schematic diagram of the definition of the tail screen detection distance of the present invention. DETAILED DESCRIPTION

[0070] The present invention is described in detail below in conjunction with the accompanying drawings and specific embodiments. This embodiment is implemented based on the technical solution of the present invention, and provides a detailed implementation method and specific operation process, but the protection scope of the present invention is not limited to the following embodiments.

[0071] Example 1

[0072] This embodiment discloses a train enhanced screening method based on an autonomous sensing device. This train enhanced screening method includes two screening modes: train head screening and train tail screening. This embodiment intends to disclose the screening mode of train head screening, reuse the autonomous sensing device (APS) used for obstacle detection function in the existing system, and interact with the on-board controller (CC) through APS. APS sends the obstacle-free point information in front of the train to CC. CC detects that the obstacle-free point in front is consistent with the current train safety positioning information and sends it to the zone controller (ZC). ZC performs the train head screening operation according to the train safety positioning information, the obstacle-free point information in front, the occupancy status of the secondary detection equipment (STDE) and other information, and quickly completes the head screening (referred to as head screening) to restore to CBTC mode operation.

[0073] Enhanced screening methods for train heads such as Figure 1 shown.

[0074] Step S1, after the non-communication vehicle resumes communication, the head APS is used to model the entire line of the operating line, and a bidirectional mapping is established between the entire line modeling coordinate system and the signal system line map coordinate system.

[0075] In actual use, independent APS and CC are installed at both ends of the train. In this embodiment, the APS at the same end and the CC at the same end communicate securely to identify the front of the train on the side of the train's running direction as the head and the other side as the tail.

[0076] In order to extend the service life of the APS detection sensor, the APS at the front of the train in the direction of travel is in normal working condition, and the APS at the rear is in standby working condition.

[0077] Step S2, monitor the turnout identification number and turnout position information within the detection distance of the head screen in front of the train running path in real time through the head CC.

[0078] When using the head CC for real-time monitoring, the head CC sends all the switch identification numbers and switch positions within the head screen detection distance on the train path to the head-end APS. If the number of switchboards within the head screen detection distance exceeds the maximum allowable number of switches to be sent, the maximum allowable number of switchboard information will be sent in order from near to far.

[0079] Among them, the establishment of the head screen detection distance needs to consider the following factors: the maximum safe detection distance of APS; the validity period of safe communication between APS and CC; and the maximum allowable operating speed of the line.

[0080] In this embodiment, the calculation formula of the head screen detection distance includes:

[0081] D FSD =D max_APS_Detect +(T1+T2)×V max ,

[0082] Among them, D max_APS_Detec Indicates the maximum safe detection distance of APS, T1 indicates the validity period of the safe communication data from APS to CC, T2 indicates the validity period of the safe communication data from CC to APS, V max Indicates the maximum allowed train speed on the line.

[0083] Step S3, using the head APS to detect the train ahead in real time, and combining the turnout identification number and turnout location information to calculate the coordinates of the barrier-free point, and mapping the coordinates of the barrier-free point to the signal system line map coordinates.

[0084] When the head APS detects the train ahead in real time and calculates the coordinates of the barrier-free point based on the switch identification number and switch position information, five situations will occur.

[0085] The situation is the same Figure 3 As shown:

[0086] If no other trains are detected within the actual detection distance of the head APS and there are no switches within the actual detection distance of the head APS, the coordinates of the obstacle-free point ahead are calculated based on the APS equipment coordinates and the actual detection distance of the head APS ahead.

[0087] Case 2 Figure 4 As shown:

[0088] If no other trains are detected within the actual detection distance of the head APS, and there is a switch within the actual detection distance of the head APS, the coordinates of the obstacle-free point ahead are calculated based on the APS equipment coordinates, the actual detection distance of the head APS ahead, the switch identification number and the switch position.

[0089] Situation 3 Figure 5 As shown:

[0090] If other trains are detected within the actual detection distance of the head APS and there are no switches within the actual detection distance of the head APS, the coordinates of the obstacle-free point ahead are calculated based on the APS equipment coordinates and the distance between the current train and the train ahead obtained by detection.

[0091] Situation 4 Figure 6 As shown:

[0092] If other trains are detected within the actual detection distance of the head APS and there is a switch within the actual detection distance of the head APS, and if it is concluded based on the switch position that the train ahead is not on the current train's path, then it is determined that the detected train ahead has no impact on the current train, and the coordinates of the obstacle-free point ahead are calculated based on the APS equipment coordinates, the actual detection distance of the head APS, the switch identification number and the switch position.

[0093] Situation 5: Figure 7 As shown:

[0094] If other trains are detected within the actual detection distance of the head APS and there is a switch within the actual detection distance of the head APS, and if it is concluded that the train ahead is on the current train's path based on the switch position, then it is determined that the detected train ahead has an impact on the current train. The coordinates of the obstacle-free point ahead are calculated based on the APS equipment coordinates, the distance between the current train and the train ahead obtained through detection, the switch identification number, and the switch position.

[0095] The above five situations can cope with the situation of head screening after most trains start. If an unexpected situation is encountered, the coordinates of the obstacle-free point cannot be accurately calculated, and the enhanced screening method disclosed in this embodiment is abandoned, and the existing head screening operation is performed through ZC judgment.

[0096] Step S4, using the head CC detection to obtain the train safety positioning coordinates, and compare whether the obstacle-free point is consistent with the train safety positioning coordinates.

[0097] The method for comparing whether the obstacle-free point is consistent with the train safety positioning coordinates is to detect whether the coordinates of the obstacle-free point ahead are connected with the train position coordinates.

[0098] Step S5, according to the coordinates of the obstacle-free point ahead, the train safety positioning coordinates and the STDE occupancy status, the train head screening operation is performed through ZC.

[0099] The STDE occupancy status is the status of whether the track section monitored by the STDE is occupied by a train or other objects. The STDE includes axle counters and track circuits.

[0100] The STDE occupancy status needs to be collected from the interlock (CI) or other detection and collection equipment.

[0101] There are two situations for the head screen: Fig. 9 This is a schematic diagram of the situation where the barrier-free point crosses the STDE boundary endpoint during the head screening process of the present invention. Fig.10 It is a schematic diagram of the situation where the barrier-free point does not cross the STDE boundary endpoint during the head screening process of the present invention.

[0102] like Fig. 9 The head screening process shown includes:

[0103] The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point are kept crossing the boundary endpoint of the front STDE and the STDE in front of the train is cleared, until the maximum detection delay time of the STDE occupancy state ends, it is determined that the first screening operation is successful and the train completes the first screening.

[0104] like Fig.10 The head screening process shown includes:

[0105] The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point do not cross the boundary endpoint of the front STDE, the distance between the coordinates of the barrier-free point and the boundary endpoint of the front STDE is less than the screening distance, and the STDE in front of the train is cleared, until the maximum detection delay time of the STDE occupancy status ends, it is determined that the first screening operation is successful and the train completes the first screening.

[0106] Among them, the STDE boundary endpoints include the axle counter magnetic head and the track circuit insulation node;

[0107] STDE clearing means there are no trains or other objects in the track section monitored by STDE;

[0108] The screening distance is the length of the shortest train running on the line minus the distance from the end face of the train coupler to the length of the second axle on the first bogie at the corresponding end.

[0109] Step S6: After the first screening operation is completed, the train returns to the CBTC mode.

[0110] If the above method is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

[0111] Example 2

[0112] This embodiment discloses a train enhanced screening method based on an autonomous sensing device. This train enhanced screening method includes two screening modes: train head screening and train tail screening. This embodiment intends to disclose the screening mode of train tail screening, reuse the autonomous sensing device (APS) used for obstacle detection function in the existing system, and interact with the on-board controller (CC) through APS. APS sends the obstacle-free point information behind the train to CC. CC detects that the obstacle-free point behind is consistent with the current train safety positioning information and sends it to the zone controller (ZC). ZC performs the train tail screening operation according to the train safety positioning information, the obstacle-free point information behind, the occupancy status of the secondary detection equipment (STDE) and other information, and quickly completes the tail screening (referred to as tail screening) to restore the rear train moving block tracking operation mode.

[0113] Enhanced screening methods at the rear of the train Figure 2 shown.

[0114] Step F1, after the non-communication vehicle resumes communication, the tail APS is used to model the entire line of the operation route, and the entire line modeling coordinate system is mapped with the signal system line map coordinate system.

[0115] Step F2, determine whether there are other trains at the tail through ZC, if so, determine that tail screening operation is required, and continue to execute subsequent steps, if not, end the screening and put the tail APS into standby working state.

[0116] Step F3, monitor the turnout identification number and turnout position information within the detection distance of the tail screen behind the train running path in real time through the tail CC.

[0117] When using the tail CC for real-time monitoring, the tail CC sends all the switch identification numbers and switch positions within the tail screen detection distance on the train path to the tail end APS. If the number of switch within the tail screen detection distance exceeds the maximum allowable number of switches to be sent, the maximum allowable number of switch information will be sent in order from near to far.

[0118] like Fig.11 As shown, in this embodiment, the tail screen detection distance D RSD Considerations include the APS maximum safe detection distance.

[0119] Step F4, using the rear APS, real-time detection of the rear train, and combined with the turnout identification number and turnout location information, calculate the coordinates of the barrier-free point, and map the coordinates of the barrier-free point to the coordinates of the signal system line map.

[0120] The tail APS detects the rear train in real time and calculates the coordinates of the barrier-free point based on the switch identification number and switch position information. Similar to the tail detection, five situations will occur.

[0121] 1. If no other trains are detected within the actual detection distance of the rear APS and there are no switches within the actual detection distance of the rear APS, the coordinates of the rear obstacle-free point are calculated based on the APS equipment coordinates and the actual detection distance of the rear APS.

[0122] 2. If no other trains are detected within the actual detection distance of the rear APS and there is a turnout within the actual detection distance of the rear APS, the coordinates of the rear obstacle-free point are calculated based on the APS equipment coordinates, the rear rear APS actual detection distance, the turnout identification number and the turnout position.

[0123] 3. If other trains are detected within the actual detection distance of the rear APS and there are no switches within the actual detection distance of the rear APS, the coordinates of the rear obstacle-free point are calculated based on the APS equipment coordinates and the distance between the current train and the rear train obtained by detection.

[0124] 4. If other trains are detected within the actual detection distance of the rear APS and there is a switch within the actual detection distance of the rear APS, and if it is concluded based on the switch position that the rear train is not on the current train's running path, then it is determined that the rear detected train has no impact on the current train, and the coordinates of the rear obstacle-free point are calculated based on the APS equipment coordinates, the actual detection distance of the rear APS, the switch identification number and the switch position.

[0125] 5. If other trains are detected within the actual detection distance of the rear APS and there is a switch within the actual detection distance of the rear APS, and if it is concluded that the rear train is on the current train's running path based on the switch position, then it is determined that the rear detected train has an impact on the current train. The coordinates of the rear obstacle-free point are calculated based on the APS equipment coordinates, the distance between the current train and the rear train obtained by detection, the switch identification number, and the switch position.

[0126] The above five situations can cope with the situation of tail screening after most trains start. If an unexpected situation is encountered, the coordinates of the obstacle-free point cannot be accurately calculated, and the enhanced screening method disclosed in this embodiment is abandoned, and the existing tail screening operation is performed through ZC judgment.

[0127] Step F5, using the tail CC to detect the train safety positioning coordinates, and compare whether the obstacle-free point is consistent with the train safety positioning coordinates;

[0128] Step F6, perform the train tail screen operation through ZC according to the barrier-free point, train safety positioning and STDE occupancy status.

[0129] Like the head screen, the tail screen has two situations:

[0130] 1. Calculate the coordinates of the barrier-free point in real time. If the barrier-free point coordinates cross the STDE boundary endpoint and the train STDE is cleared, until the maximum detection delay time of the STDE occupancy state ends, it is determined that the tail screen operation is successful and the train completes the tail screen;

[0131] 2. Calculate the coordinates of the barrier-free point in real time. If the coordinates of the barrier-free point do not cross the STDE boundary endpoint, the distance between the coordinates of the barrier-free point and the STDE boundary endpoint is less than the screening distance, and the train is in the STDE clearing state, until the maximum detection delay time of the STDE occupancy state ends, it is determined that the tail screening operation is successful and the train completes the tail screening.

[0132] Step F7, complete the tail screen operation, restore the rear train moving block tracking operation mode and make the tail APS enter the standby working state.

[0133] If the above method is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

[0134] 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 train enhanced screening method based on autonomous sensing equipment, characterized in that: The method comprises: After the non-communication train resumes communication, the head autonomous sensing equipment is used to model the entire line of the running line, and a two-way mapping is established between the full-line modeling coordinate system and the signal system line map coordinate system; The head onboard controller monitors the turnout identification number and turnout position information within the detection distance of the head screen in front of the train running path in real time; Use the head autonomous sensing device to detect the train ahead in real time, and calculate the coordinates of the barrier-free point based on the switch identification number and switch location information, and map the barrier-free point coordinates to the signal system line map coordinates; Use the head vehicle-mounted controller to detect and obtain the train safety positioning coordinates, and compare whether the obstacle-free point is consistent with the train safety positioning coordinates; According to the coordinates of the obstacle-free point ahead, the coordinates of the train safety positioning and the occupancy status of the secondary detection equipment, the train head screening operation is performed through the area controller; After completing the first screening operation, the train returns to CBTC mode.

2. The method for enhanced train screening based on autonomous sensing equipment according to claim 1, characterized in that: Independent autonomous sensing devices and on-board controllers are installed at both ends of the train. The autonomous sensing device at the same end and the on-board controller at the same end communicate securely to identify the front of the train on the side of the train's running direction as the head and the other side as the tail.

3. The method for enhanced train screening based on autonomous sensing equipment according to claim 1 is characterized in that: When the head vehicle-mounted controller is used for real-time monitoring, the head vehicle-mounted controller sends all the switch identification numbers and switch positions within the detection distance of the head screen on the train path to the head-end autonomous sensing device. If the number of switchlets within the detection distance of the head screen exceeds the maximum allowable number of sends, the maximum allowable number of switch information is sent in order from near to far.

4. The method for enhanced train screening based on autonomous sensing equipment according to claim 1, characterized in that: The calculation formula of the head screen detection distance is include: D FSD =D max_APS_Detect +(T1+T2)×V max , Among them, D max_APS_Detec represents the maximum safe detection distance of the autonomous sensing device, T1 represents the validity period of the safe communication data from the autonomous sensing device to the vehicle controller, T2 represents the validity period of the safe communication data from the vehicle controller to the autonomous sensing device, V max Indicates the maximum allowed train speed on the line.

5. The method for enhanced train screening based on autonomous sensing equipment according to claim 1, characterized in that: The process of calculating the coordinates of the obstacle-free point includes: The train ahead is detected by the head autonomous sensing device. If no other train is detected within the actual detection distance of the head autonomous sensing device and there is no turnout within the actual detection distance of the head autonomous sensing device, the coordinates of the obstacle-free point ahead are calculated based on the coordinates of the autonomous sensing device and the actual detection distance of the head autonomous sensing device ahead; The train ahead is detected by the head autonomous sensing device. If no other train is detected within the actual detection distance of the head autonomous sensing device and there is a turnout within the actual detection distance of the head autonomous sensing device, the coordinates of the obstacle-free point ahead are calculated based on the coordinates of the autonomous sensing device, the actual detection distance of the head autonomous sensing device ahead, the turnout identification number and the turnout position; The train ahead is detected by the head autonomous sensing device. If other trains are detected within the actual detection distance of the head autonomous sensing device and there are no switches within the actual detection distance of the head autonomous sensing device, the coordinates of the obstacle-free point ahead are calculated based on the coordinates of the autonomous sensing device and the distance between the current train and the train ahead obtained by detection; The train ahead is detected by the head autonomous sensing device. If other trains are detected within the actual detection distance of the head autonomous sensing device, and there is a switch within the actual detection distance of the head autonomous sensing device, if it is concluded from the switch position that the train ahead is not on the current train's running path, it is determined that the detected train ahead has no impact on the current train, and the coordinates of the obstacle-free point ahead are calculated based on the coordinates of the autonomous sensing device, the actual detection distance of the head autonomous sensing device, the switch identification number and the switch position; The train ahead is detected by the head autonomous sensing device. If other trains are detected within the actual detection distance of the head autonomous sensing device and there is a switch within the actual detection distance of the head autonomous sensing device, and if it is concluded that the train ahead is on the current train's path based on the switch position, then it is determined that the detected train ahead has an impact on the current train. The coordinates of the obstacle-free point ahead are calculated based on the coordinates of the autonomous sensing device, the distance between the current train and the train ahead obtained through detection, the switch identification number, and the switch position.

6. The method for enhanced train screening based on autonomous sensing equipment according to claim 1, characterized in that: The secondary detection device occupancy status refers to whether the track section monitored by the secondary detection device is occupied by a train or other objects. The secondary detection device includes an axle counter and a track circuit.

7. The method for enhanced train screening based on autonomous sensing equipment according to claim 1 is characterized in that: The first screening process includes: The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point are kept across the boundary endpoint of the secondary detection device in front and the secondary detection device in front of the train is cleared, until the maximum detection delay time of the secondary detection device occupancy state ends, it is determined that the first screening operation is successful and the train completes the first screening.

8. The method for enhanced train screening based on autonomous sensing equipment according to claim 1, characterized in that: The first screening process also includes: The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point do not cross the boundary endpoint of the secondary detection device in front, the distance between the coordinates of the barrier-free point and the boundary endpoint of the secondary detection device in front is less than the screening distance, and the secondary detection device in front of the train is in a cleared state, until the maximum detection delay time of the secondary detection device occupancy state ends, it is determined that the first screening operation is successful and the train completes the first screening.

9. A method for enhanced train screening based on autonomous sensing equipment according to claim 7 or 8, characterized in that: The boundary endpoints of the secondary detection equipment include an axle counter magnetic head and a track circuit insulation node.

10. A method for enhanced train screening based on autonomous sensing equipment according to claim 7 or 8, characterized in that: The secondary detection device clears the track section monitored by the secondary detection device to be free of trains or other objects.

11. The method for enhanced train screening based on autonomous sensing equipment according to claim 8, characterized in that: The screening distance is the length of the shortest train running on the line minus the distance from the end face of the coupler of another car to the second axle on the first bogie of the nearest adjacent car.

12. A train enhanced screening method based on autonomous sensing equipment, characterized in that: The method comprises: After the non-communication train resumes communication, the tail autonomous sensing equipment is used to model the entire line of the running line, and the coordinate system of the entire line modeling is mapped with the coordinate system of the signal system line map; The area controller determines whether there are other trains at the rear. If so, it is determined that the rear screening operation is required and the subsequent steps are continued. Otherwise, the screening is terminated and the rear autonomous sensing device enters the standby working state. The tail car controller monitors the turnout identification number and turnout position information within the detection distance of the tail screen behind the train running path in real time; The rear autonomous sensing device is used to detect the train behind in real time, and the coordinates of the barrier-free point are calculated based on the switch identification number and switch location information, and then mapped to the coordinates of the signal system line map; Use the tail vehicle-mounted controller to detect the train safety positioning coordinates and compare whether the obstacle-free point is consistent with the train safety positioning coordinates; Perform train tail screen operation through the area controller according to the barrier-free point, train safety positioning and secondary detection equipment occupancy status; Complete the tail screen operation, restore the moving block tracking operation mode of the rear train and put the tail autonomous sensing equipment into standby working state.

13. The method for enhanced train screening based on autonomous sensing equipment according to claim 12, characterized in that: When the rear vehicle-mounted controller is used for real-time monitoring, the rear vehicle-mounted controller sends all the switch identification numbers and switch positions within the detection distance of the tail screen on the train running path to the tail-end autonomous sensing device. If the number of switchlets within the detection distance of the tail screen exceeds the maximum allowable number of sends, the maximum allowable number of switchlet information is sent in order from near to far.

14. The method for enhanced train screening based on autonomous sensing equipment according to claim 12, characterized in that: The tail screen detection distance considerations include the maximum safe detection distance of the autonomous sensing device.

15. The method for enhanced train screening based on autonomous sensing equipment according to claim 12, characterized in that: The process of calculating the coordinates of the obstacle-free point includes: The rear train is detected by the rear autonomous sensing device. If no other train is detected within the actual detection distance of the rear autonomous sensing device and there is no turnout within the actual detection distance of the rear autonomous sensing device, the coordinates of the obstacle-free point are calculated based on the coordinates of the autonomous sensing device and the actual detection distance of the rear autonomous sensing device. The rear train is detected by the tail autonomous sensing device. If no other train is detected within the actual detection distance of the tail autonomous sensing device and there is a turnout within the actual detection distance of the tail autonomous sensing device, the coordinates of the barrier-free point are calculated according to the coordinates of the autonomous sensing device, the actual detection distance of the tail autonomous sensing device, the turnout identification number and the turnout position; The rear train is detected by the rear autonomous sensing device. If other trains are detected within the actual detection distance of the rear autonomous sensing device and there is no turnout within the actual detection distance of the rear autonomous sensing device, the coordinates of the obstacle-free point are calculated based on the coordinates of the autonomous sensing device and the distance between the current train and the rear train obtained by detection; The rear train is detected by the tail autonomous sensing device. If other trains are detected within the actual detection distance of the tail autonomous sensing device, and there is a switch within the actual detection distance of the tail autonomous sensing device, if it is concluded from the switch position that the rear train is not on the current train's running path, it is determined that the detected train has no impact on the current train, and the obstacle-free point coordinates are calculated based on the device coordinates of the autonomous sensing device, the actual detection distance of the tail autonomous sensing device, the switch identification number and the switch position; The rear train is detected by the rear autonomous sensing device. If other trains are detected within the actual detection distance of the rear autonomous sensing device and there is a switch within the actual detection distance of the rear autonomous sensing device, and if it is concluded that the rear train is on the current train's running path based on the switch position, then it is determined that the detected train has an impact on the current train. The coordinates of the barrier-free point are calculated based on the coordinates of the autonomous sensing device, the distance between the current train and the rear train obtained through detection, the switch identification number, and the switch position.

16. The method for enhanced train screening based on autonomous sensing equipment according to claim 12, characterized in that: The tail screening process includes: The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point are kept across the boundary endpoint of the secondary detection equipment and the secondary detection equipment of the train is cleared, until the maximum detection delay time of the secondary detection equipment occupancy state ends, it is determined that the tail screening operation is successful and the train completes the tail screening.

17. The method for enhanced train screening based on autonomous sensing equipment according to claim 12, characterized in that: The tail screening process also includes: The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point do not cross the boundary endpoint of the secondary detection equipment, the distance between the coordinates of the barrier-free point and the boundary endpoint of the secondary detection equipment is less than the screening distance, and the secondary detection equipment of the train is in a cleared state, until the maximum detection delay time of the secondary detection equipment occupied state ends, it is determined that the tail screening operation is successful and the train completes the tail screening.

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