A method, apparatus, device, and medium for automatic marshalling in a multi-train station

Abstract

The present application belongs to the field of rail transit technology, and provides a method for automatic marshalling of multiple trains in a station, comprising: obtaining group plan following train position information and group plan following train driving permission information; obtaining a running distance of a group plan train based on a nearest related transponder group in the group plan following train position information; performing consistency safety check on the running distance according to the group plan following train driving permission information and the group plan following train position information; when the consistency safety check is successful, setting and sending group auxiliary positioning information to the group plan train for transponder linkage information updating, distance checking, and completing automatic marshalling. The present application improves the departure efficiency and has good universality for stations with different complexities.

Description

Technical Field

[0001] This invention belongs to the field of rail transit technology, and in particular relates to a method, apparatus, equipment and medium for automatic formation of multiple trains within a station. Background Technology

[0002] In the railway operation sector, existing railways operate under various modes. Semi-automatic block signaling and automatic station block signaling systems only support single-train operation within a section, resulting in extremely low railway transport efficiency and an inability to meet ever-increasing transport demands. Automatic block signaling systems improve departure efficiency to some extent; however, due to the lack of an effective communication mechanism between trains, multiple block sections must be reserved for safe tracking when trains operate based on track codes or movement authorizations. This significantly limits further improvements in operational efficiency.

[0003] To overcome this predicament, communication-based train control system technology, through continuous communication between trains and the ground, allows train tracking intervals to extend beyond a fixed distance to the rear of the preceding train or to protected sections, theoretically offering the possibility of improved operational efficiency. However, in reality, trains still do not communicate directly, resulting in a certain margin in safe operating distances and preventing the full realization of the maximum advantages of moving block technology. Especially when dealing with ultra-long trains such as heavy-haul trains weighing 10,000 or 20,000 tons, insufficient coordination between trains means that only specific stations can barely meet operational needs, significantly impacting the universality and flexibility of railway transportation.

[0004] Group formation technology possesses moving block functionality, allowing for virtual train formation simultaneously without the need for hard coupling between multiple train groups. Its operating principle involves a central group control center with group formation capabilities exchanging information with the trains scheduled for formation. Based on the group plan and operation plan issued by the centralized dispatching system, as well as station conditions reported by the computer interlocking system, the group control center calculates group commands. Once the group control center determines that the trains meet the formation requirements, it sends the formation command to the trains scheduled for formation, enabling them to communicate with each other and complete the formation.

[0005] Different train control systems process track data in different ways. On closed or older tracks, data is typically uploaded to the train and requires periodic or manual updates to ensure accuracy—a cumbersome process prone to data lag. On open tracks or in scenarios where trains cross lines, ground-based central equipment or station equipment manages and transmits data, while onboard equipment acquires track information in real time for parallel train operation. Track data includes static speed, static gradient, transponder link information, phase separation zones, track section information, and temporary speed limits, which onboard equipment uses for safe train operation. However, in practical applications, considering existing transponder layouts, before a train leaves the station and crosses a shared section of transponders, grouped trains cannot determine whether two trains are on the same through path based on the transponder link information provided by the ground, thus preventing train formation. Even if trains have established train-to-train communication in the throat area of ​​the station, it is still difficult to complete the train formation. This seriously hinders the advance timing of train formation, making it difficult to realize the idea of ​​completing the train formation in the throat area of ​​the station by calculating group command information through the group control center, and thus failing to significantly improve departure efficiency. Summary of the Invention

[0006] To address the shortcomings of existing technologies, this invention provides a method for automatic train marshalling within a station, comprising: Obtain the location information and driving permit information of the vehicle following the group plan; Obtain the travel distance of the nearest relevant transponder group in the group plan train's position information based on the group plan train's position information; Based on the vehicle's driving permit information and location information of the vehicle in the group plan, a consistency safety check is performed on the travel distance. The consistency and security verification was successful. Group auxiliary positioning information was set and sent to the planned trains in the group to update transponder link information and check distance, and automatic grouping was completed.

[0007] Furthermore, the travel distance includes: Based on the nearest relevant transponder group reported in the group plan following vehicle position information, the distance from the nearest relevant transponder group of the group plan following vehicle to the head of the group plan train is calculated by extending segment by segment along the train running direction.

[0008] Furthermore, the extension along the train's direction of travel, section by section, includes: The status of signals, sections, turnouts, and routes is reported by interlocking and extended section by section.

[0009] Furthermore, the extension along the train's direction of travel, section by section, includes: Check whether the signals on the extended path are open, whether the route is locked, and whether the locking direction and locking type of the section are consistent with expectations. If all the above conditions are met, then perform the extension calculation.

[0010] Furthermore, the group-planned following vehicle driving permission information is used for consistency safety verification, while the extended calculation of the travel distance is an independent safety function, calculated by the group control center based on the location information of the group-planned following vehicle.

[0011] Furthermore, if the consistency security check fails, a special control message is calculated and sent to the group-planned train.

[0012] Furthermore, the distance check includes: Calculate the remaining distance between the current position of the group-planned train and the shared transponder group, and combine it with the travel distance to check whether the sum of the remaining distance and the travel distance is the same as the distance from the nearest related transponder group to the shared transponder group in the group-planned train's transponder link relationship.

[0013] The present invention also provides an apparatus for automatic train marshalling within a station, comprising: Information acquisition module: used to acquire the location information and driving permit information of the vehicles following the group in the plan; Travel distance calculation module: used to obtain the travel distance of the nearest relevant transponder group in the group plan train based on the position information of the following train in the group plan; Safety verification module: used to perform consistency safety verification on the travel distance based on the group plan following vehicle's driving permission information and the group plan following vehicle's location information; Auxiliary positioning information setting module: used to set and send group auxiliary positioning information to the group planned trains after successful consistency and security verification, update transponder link information, check distance, and complete automatic grouping.

[0014] The present invention also provides a computer device, the computer device including a memory and a processor, the memory storing a computer program, which, when executed by the processor, causes the processor to perform the steps of the method for automatic marshalling of multiple trains within a station.

[0015] The present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, causes the processor to perform the steps of the method for automatic marshalling of multiple trains within a station.

[0016] Compared with the prior art, the present invention has the following advantages: 1. By calculating group-assisted positioning information through the group control center, trains can complete grouping in the throat area of ​​the station, which greatly advances the grouping time and eliminates the need for trains to run to the section to share transponders, thus improving departure efficiency.

[0017] 2. It has a high degree of automation and can ensure consistency and safety among train groups without human intervention.

[0018] 3. No additional ground-based transponder equipment is required, making it highly adaptable to stations of varying complexity and effectively reducing station renovation and maintenance costs.

[0019] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures pointed out in the description, claims and drawings. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A schematic diagram of the station layout of a group train control system for an automatic multi-train marshalling method in a station, according to an embodiment of the present invention, is shown. Figure 2 A schematic diagram of a dual-car train departure scenario using the automatic train formation method within a station for multiple trains according to an embodiment of the present invention is shown. Figure 3 This diagram illustrates another scenario of double-car train formation and departure using the automatic multi-train formation method within a station according to an embodiment of the present invention. Figure 4 This diagram illustrates another double-car train departure scenario for the automatic multi-train marshalling method within a station, according to an embodiment of the present invention. Figure 5 A flowchart of an embodiment of the present invention for an automatic multi-train marshalling method within a station is shown; Figure 6 A schematic diagram of the process for an automatic multi-train marshalling method within a station, according to an embodiment of the present invention, is shown. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] First, the terminology used in the embodiments of this invention will be explained.

[0024] Grouping: This involves managing and controlling multiple trains as a unified whole (i.e., a group). These trains communicate closely with each other during operation through technologies such as train-to-train communication and train-to-ground communication to collaboratively complete transportation tasks.

[0025] Group train control system: Primarily used for centralized control and management of groups of multiple trains to achieve efficient and safe railway transportation. The system monitors the train's operating status in real time and ensures a safe distance between trains through precise calculations and control commands.

[0026] Transponder: A physical ground device, typically installed on different track sections within stations and railway lines. It provides train positioning functionality, allowing trains to determine their location upon passing a transponder. This location information is used for train positioning and for calculations of train track data and other safety data by ground-based central equipment.

[0027] Signals: Primarily used to transmit train driving instructions to train drivers. Through signals in an automatic block system, multiple trains can track each other within the same section, increasing the line's throughput capacity. For example, in busy freight corridors, the effective use of signals allows more freight trains to pass within a given time, improving freight turnover in railway transportation.

[0028] Interlocking: The mutual constraints established between signals, switches, and routes to ensure the safety of trains and shunting operations within a station.

[0029] Train operation permit: This refers to the authorization that allows a train to operate safely at a prescribed speed within a specific section or route. The permit clearly defines the area where the train can travel, including the starting and ending points, as well as speed limits during the journey.

[0030] For station transponder layout and signal settings under the group train control system, please refer to Figure 1 As shown. For the transponder arrangement, the group train control system is consistent with the existing train control system. Transponders are set up in the tracks and sections within the station for train positioning. Except for the shunting protection transponder group located on the train route, transponders are usually not considered for train positioning in the throat area within the station.

[0031] Corresponding to the signal layout, the group train control system, based on the concept of group train formation, sets up virtual signals at key turnout positions in the station throat area to improve departure efficiency, such as... Figure 1The V1 and V3 virtual signals are shown. Based on this, and according to the arrangement of the train signals and virtual signals, short routes such as X3->V1, X1->V1, and V1->V5 are introduced. Ground equipment uses these short routes to dispatch trains.

[0032] The group control center calculates train operation permits and group formation orders based on the processed short routes and signal open status, which are used for train operation and formation confirmation.

[0033] For example Figures 2 to 4 The diagram shows a double-car formation. Train 1 and Train 2 depart from different tracks and operate as a train. After the interlocking system handles the short routes X3->V1, V1->V5, and V5->SN, Train 1 reports the nearest relevant transponder group it has passed as BX3, and Train 2 reports the nearest relevant transponder group it has passed as BX1. The group control center then completes the following based on this information: Figure 2 The green line indicates the train permission calculation. Since the two trains are located on different tracks at this time, they do not meet the basic safety check condition that the two trains must be on the same through path when dynamically forming a train. Therefore, the group control center does not calculate the formation order according to the group plan, and the two trains proceed according to the train permission.

[0034] See Figure 3 As shown, when train 1 reaches IAG, the interlocking system initiates the X1->V1 short route. After signal X1 is opened, the group control center calculates the travel permit for train 2, extending it to the rear of train 1. Figure 3 As shown. At this point, the group control center can determine that train 1 and train 2 are on the same through path and that the information of the two trains is consistent with the formation plan issued by the dispatching centralized system, thus meeting the conditions for the two trains to be formed according to plan. The center then calculates and sends a formation command to train 1 and train 2.

[0035] However, since Train 1 was still within the station and had not passed the new transponder, the group control center, based on the train's report of the most recent relevant transponder group and the interlocking station conditions, informed the train of the transponder link relationships in the line data. Figure 2 The scenario is consistent, as shown in Table 1. Without considering the electronic map (route data) onboard, the train cannot obtain the full station route data. Train 1 and Train 2 cannot determine that they are on the same through path. That is, Train 1 can only confirm that the preceding and following links of the BSN transponder group are the BX3 transponder group and the BSN transponder group, not the BX1 transponder group reported by Train 2. Similarly, Train 2 cannot know the actual relationship between the BX1 transponder group and the BX3 transponder group. To ensure the safety of dynamic train formation, the onboard equipment will not complete the automatic formation of the two trains within the station.

[0036] Table 1 Train transponder link relationship 1 Train 1 BX3 BSN B3573 B3555 …… Train 2 BX1 BSN B3573 B3555 …… Only when train 1 runs to such Figure 4 In the scenario shown, after passing the BSN transponder group located in the section, the train updates its own transponder-based position and reports it to the group control center. The group control center calculates the track data for the train based on the latest position information and updates the transponder link relationships as shown in Table 2. At this point, the positional relationship between train 1 and train 2 can be uniquely confirmed based on the transponder link relationships. The BSN transponder group reported by train 1 is now within the transponder link relationship of train 2, confirming that the two trains are on the same through path, meeting the basic safety check conditions for train formation, and the train formation is completed.

[0037] Table 2 Train transponder link relationships 2 Train 1 BSN B3573 B3555 …… …… Train 2 BX1 BSN B3573 B3555 …… Considering the above scenario, the group control center calculates the timing of double-car formation much earlier than the timing of train formation completion. However, before the group-planned trains pass through the group-planned following trains waiting for the transponder group, the group trains cannot complete formation, which cannot effectively improve the departure efficiency and operation efficiency of the group trains.

[0038] See Figure 5 As shown, to solve the above problems, an application embodiment of the present invention proposes a method for automatic train marshalling within a station: S1: Obtain the location information and driving permission information of the vehicle following the group plan.

[0039] S2: Obtain the travel distance of the nearest relevant transponder group in the group plan train's following train position information.

[0040] against Figure 3 In this scenario, the group control center calculates the group auxiliary positioning information for train 1. Based on the location information of the nearest relevant transponder group BX1 reported by the train 2 following the group, it extends segment by segment along the train's running direction according to the reported signal status, section status, turnout status, and route status (X3->V1, V1->V5, V5->SN) to calculate the distance from the nearest relevant transponder group BX1 of the train 2 following the group to the locomotive of the planned train 1, i.e., the travel distance of train 1 based on the BX1 transponder group. At this time, the train transponder link relationship table can be updated as shown in Table 3 below.

[0041] Table 3 Train transponder link relationships 3 Train 1 (no group-assisted location information obtained) BX3 BSN B3573 B3555 …… Train 1 (obtaining group-assisted location information) BX1 BSN B3573 B3555 …… Train 2 BX1 BSN B3573 B3555 …… It should be noted that the group control center matches and extends the station track topology configuration data based on "turnout-section" with the turnout positions collected and reported in real time by the interlocking system. At the same time, it checks whether the signals on the extended path are open, whether the route is locked, and whether the locking direction and locking type of the section are consistent with expectations. If all the above conditions are met, the extension calculation is performed.

[0042] S3: Perform a consistency safety check on the travel distance based on the group plan following vehicle's driving permission information and the group plan following vehicle's location information.

[0043] It should be noted that the travel permit length of the group plan following vehicle is used for consistency safety verification, while the calculation of the travel distance extension is an independent safety function, which is calculated by the group control center based on the location information of the group plan following vehicle. Therefore, the consistency safety verification can also effectively prevent the following problems: data configuration errors of the group control center, software function implementation errors, hardware failure leading to memory data tampering errors, and external input information errors (such as incorrect station information reported by interlocking, incorrect plans issued by the centralized dispatching system, etc.).

[0044] If the consistency safety check fails, meaning the calculated travel distance is inconsistent with the permitted travel length of the following train in the group plan, a special control message is calculated and sent to the group plan train to ensure that the train can perform decoupling or braking operations in a timely manner, and to prevent the train from forming and running according to erroneous command information.

[0045] S4: Consistency and security verification successful. Set and send group auxiliary positioning information to the group planned train to update transponder link information, check distance, and complete automatic grouping.

[0046] The train makes a comprehensive judgment on the formation calculation based on the transponder link relationship before and after the update, the line data information, and the train operation permission information. After train 1 obtains the group auxiliary positioning information, it updates the transponder link relationship based on the nearest relevant transponder group reported by train 2, as shown in the second row of Table 3. At this time, the transponder link relationship of train 1 and train 2 is exactly the same, which meets the requirement of unique confirmation of the transponder link relationship of the train formation.

[0047] The remaining distance between train 1's current position and the shared BSN transponder group is calculated. Combined with the travel distance in the group's auxiliary positioning information, a check is performed to ensure the sum of these two distances matches the distance from BX1 to BSN in train 2's transponder link relationship, guaranteeing the transponder link distance is valid. When all checks pass, the trains can determine that both trains are on the same through path. After meeting other existing group formation conditions (such as the trains determining the following train's travel permission to the rear of the preceding train, and whether the shared track data is identical), the trains can complete the formation ahead of schedule, enabling automatic pre-formation of planned trains within the station.

[0048] See Figure 6 As shown, the automatic train formation scheme within the station is initiated by a group control center. It primarily calculates group-aided positioning information by checking different conditions for train formation determination. After obtaining the train's position and group status, the group control center determines whether the train has already completed formation. If it is already in formation, group-aided positioning information calculation is not performed. If formation is not complete, the center calculates the train's travel permission and group command. After completing these calculations, the group control center further determines whether the train meets the formation conditions. If the conditions are met, it checks whether there is a train scheduled to follow it in the group. If not, it indicates that the train is the last train in the group plan, and group-aided positioning calculation is unnecessary. If there is a train scheduled to follow it, the center initiates the calculation of the group-aided positioning information according to this invention.

[0049] In the automatic train formation scheme within stations, rigorous section extension matching checks and consistency safety verifications are performed when calculating group auxiliary positioning information, fully considering the safety and accuracy of the calculation results without introducing additional information. Furthermore, this invention can achieve automatic formation during station operation using existing track and section transponders, eliminating the need for additional transponders in the throat area, significantly reducing the difficulty of transponder installation and design, and making it suitable for stations of varying complexity.

[0050] This embodiment also provides a device for automatic train marshalling within a station, comprising: Information acquisition module: used to acquire the location information and driving permit information of the vehicles following the group plan; Travel distance calculation module: used to obtain the travel distance of the nearest relevant transponder group in the group plan train based on the position information of the following train in the group plan; Safety verification module: used to perform consistency safety verification on the travel distance based on the group plan following vehicle's driving permission information and the group plan following vehicle's location information; Auxiliary positioning information setting module: used to set and send group auxiliary positioning information to the group planned trains after successful consistency and security verification, update transponder link information, check distance, and complete automatic grouping.

[0051] An application embodiment of the present invention provides a computer device, which includes a memory and a processor. The memory stores a computer program, and when the computer program is executed by the processor, the processor performs the steps of a method for automatic marshalling of multiple trains within a station.

[0052] An application embodiment of the present invention provides a computer-readable storage medium storing a computer program, which, when executed by a processor, causes the processor to perform steps of a method for automatic marshalling of multiple trains within a station.

[0053] The foregoing description and accompanying drawings fully illustrate embodiments of the invention to enable those skilled in the art to practice them. Other embodiments may include structural and other changes. The embodiments represent only possible variations. Individual components and functions are optional unless explicitly required, and the order of operation may vary. Some portions and features of some embodiments may be included or substituted for portions and features of other embodiments. Embodiments of the invention are not limited to the structures described above and shown in the accompanying drawings, and various modifications and changes may be made without departing from their scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for automatic marshalling of multiple trains within a station, characterized in that, include: Obtain the location information and driving permit information of the vehicle following the group plan; Obtain the travel distance of the nearest relevant transponder group in the group plan train's position information based on the group plan train's position information; Based on the vehicle's driving permit information and location information of the vehicle in the group plan, a consistency safety check is performed on the travel distance. Consistency and security verification successful. Set up and send group auxiliary positioning information to the planned trains in the group to update transponder link information and check distance, and complete automatic grouping. The travel distance includes: Based on the nearest relevant transponder group reported in the group plan following vehicle position information, extend segment by segment along the train running direction to calculate the distance from the nearest relevant transponder group of the group plan following vehicle to the front of the group plan train; The section-by-section extension along the train's direction of travel includes: The status of signals, sections, turnouts, and routes is reported by interlocking and extended section by section.

2. The method for automatic marshalling of multiple trains within a station according to claim 1, characterized in that, The extension along the train's direction of travel, section by section, includes: Check whether the signals on the extended path are open, whether the route is locked, and whether the locking direction and locking type of the section are consistent with expectations. If all the above conditions are met, then perform the extension calculation.

3. The method for automatic marshalling of multiple trains within a station according to claim 2, characterized in that, The group-planned following vehicle driving permission information is used for consistency safety verification, while the extended calculation of the travel distance is an independent safety function, calculated by the group control center based on the location information of the group-planned following vehicle.

4. The method for automatic marshalling of multiple trains within a station according to claim 3, characterized in that, If the consistency security check fails, a special control message is calculated and sent to the group planned train.

5. The method for automatic marshalling of multiple trains within a station according to claim 1, characterized in that, The distance check includes: Calculate the remaining distance between the current position of the group-planned train and the shared transponder group, and combine it with the travel distance to check whether the sum of the remaining distance and the travel distance is the same as the distance from the nearest related transponder group to the shared transponder group in the group-planned train's transponder link relationship.

6. A device for automatic train marshalling within a station, characterized in that, include: Information acquisition module: used to acquire the location information and driving permit information of the vehicles following the group in the plan; Travel distance calculation module: used to obtain the travel distance of the nearest relevant transponder group in the group plan train based on the position information of the following train in the group plan; Safety verification module: used to perform consistency safety verification on the travel distance based on the group plan following vehicle's driving permission information and the group plan following vehicle's location information; Auxiliary positioning information setting module: used to set and send group auxiliary positioning information to the planned trains in the group after successful consistency and security verification, update transponder link information, check distance, and complete automatic grouping; The travel distance includes: Based on the nearest relevant transponder group reported in the group plan following vehicle position information, extend segment by segment along the train running direction to calculate the distance from the nearest relevant transponder group of the group plan following vehicle to the front of the group plan train; The section-by-section extension along the train's direction of travel includes: The status of signals, sections, turnouts, and routes is reported by interlocking and extended section by section.

7. A computer device, comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the computer program is executed by the processor, it causes the processor to perform the steps of the method for automatic marshalling of multiple trains within a station as described in any one of claims 1 to 5.

8. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it causes the processor to perform the steps of the method for automatic marshalling of multiple trains within a station as described in any one of claims 1 to 5.

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