Method and system for reducing false train number windows based on section state
Through CTC, it is judged and handled that does not meet the three-point inspection, including logical section clearance, slow suction of the interval relay and full monitoring of the guidance mode, which solves the problems of the disappearance of the train window and safety hazards, and realizes the safety of train operation and Improved accuracy.
Patent Information
- Application Number
- CN202411510387.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-28
- Publication Date
- 2025-01-07
AI Technical Summary
In the prior art, the logical section clearing sequence during train operation does not meet the three-point inspection, the problem of slow suction of the interval rail connection relay and the complete monitoring of the guidance mode train, resulting in the disappearance of the train window and safety hazards.
The centralized train dispatching system CTC determines whether the three-point check is met. If it is not met, it will be processed according to the section status. The computer interlock CI reports the occupation status. The wireless blocking center RBC responds to non-communication vehicle occupation. The automatic protection system of the on-board train ATP dynamics Process the train envelope, send the redundant UT section logic occupied state when the interval relay is slow to absorb, and adjust the logical segment state when the guide mode train turns to full monitoring.
It reduces the situation of not meeting the three-point inspection, eliminates abnormal disappearance and failure of train windows, and improves the safety and accuracy of train operations.
Smart Images
Figure CN119262008A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the field of rail transit technology, and in particular to a method and system for reducing false train windows based on section status. Background Art
[0002] The "three-point check" in the section is based on the block section. If the block section contains two or more track sections, when any collection status is occupied, the collection status of this block section is occupied; only when the corresponding track circuit collection status is all idle, the equipment status of the block section is idle.
[0003] According to the direction of train operation, after the rear block section is normally occupied, if this block section and the rear block section are occupied at the same time, then this block section is judged to be normally occupied. When this block section is normally occupied, when the train passes the front insulation section normally and this block section is cleared, this block section will be restored to an idle state. The state of this block section changes from idle → normally occupied → cleared, so that the protection point moves forward, which is analogous to the unlocked → locked → normally unlocked track section in the station. This logic also applies to the logic of communication vehicle occupation in the logical section.
[0004] The following situations do not meet the three-point inspection:
[0005] 1. When the communication train is running, the order of clearing the logical section needs to meet the three-point check, and it cannot be repeated after clearing the rear section. This causes the CTC (Centralized traffic control, centralized train dispatching system) to judge that the occupation and clearing status of the logical section does not meet the three-point check logic.
[0006] 2. There is a problem of relay slow absorption in the section track connection, and the slow absorption time is about 13 to 19 seconds. After the train completely clears the section, CI (Computer Interlocking) will be delayed for more than 10 seconds. As a result, RBC (Radio Block Center) sends the CI the situation that the logical section is not occupied by the communication vehicle, causing CTC to judge that the logical section occupation and clearing status do not meet the three-point inspection logic.
[0007] 3. The guided mode train runs within the guided route range in the station. Since the logical section occupancy of the guided mode train needs to be integrated with the CI reporting section occupancy status, the train envelope invades the section but the interlocking reports idleness, and the RBC reports the logical section idleness to the CI. After upgrading to full monitoring, the train envelope is extended, causing CTC to judge that the logical section occupancy status does not meet the three-point check logic.
[0008] The above situation will cause the train number window to disappear or malfunction, which will cause safety hazards. Summary of the invention
[0009] In order to solve one of the above technical defects, the present application provides a method and system for reducing false train number windows based on segment status.
[0010] In a first aspect of the present application, a method for reducing false train windows based on segment status is provided, the method comprising:
[0011] The centralized train dispatching system CTC determines whether the three-point check is met;
[0012] If CTC determines that the three-point check is not met, then when the section status is the logical section occupied status, processing will be performed based on the reason for not meeting the three-point check; when the section status is the interlocking section occupied status, the computer interlocking CI reports the occupied section through the interlocking section occupied status, the wireless block center RBC replies to CI that it is not occupied by a communication vehicle, and the CI interface displays a red light band, which is consistent with the C3 fixed block mode.
[0013] Optionally, before processing based on the reasons for not satisfying the three-point check, the following is also included:
[0014] If CI first reports to CTC that the logical section ahead of the train is occupied by a non-communication vehicle, and then reports to CTC that the logical section ahead of the train is occupied by a communication vehicle due to the train envelope invading the section ahead, then it is determined that the reason for not meeting the three-point check is that a non-communication vehicle is occupied;
[0015] If RBC determines that the current insulation section is a redundant non-communication vehicle occupied section, and the redundant non-communication vehicle occupied section is due to the train clearing the current section and the relay slow suction problem, then it is determined that the reason for not meeting the three-point check is the section relay slow suction;
[0016] If the train is upgraded to full monitoring mode, and the train uses the safety envelope as the processing of the logical section occupancy status, so that the section where the train safety car tail is located changes from logical section idle to communication car occupied, then it is determined that the reason for not meeting the three-point check is that the guidance mode train is switched to full monitoring.
[0017] Optionally, processing is performed based on the reasons for not meeting the three-point check, including:
[0018] If the reason for not meeting the three-point check is the occupancy of a non-communication vehicle, the on-board automatic train protection system ATP determines the current operating status based on the occupancy status of the logical section; ATP dynamically processes the train envelope and train length based on the current operating status, and during the processing, the distance between the large front and large rear, and the small front and small rear of the train is always consistent with the train length.
[0019] Optionally, processing is performed based on the reasons for not meeting the three-point check, including:
[0020] If the reason for not meeting the three-point check is that the section relay is slow to absorb, then in a non-abnormal scenario, the RBC sends the redundant UT section logical occupancy status to the CI as communication vehicle occupied;
[0021] Among them, the abnormal scenarios are: the interval section changes from idle state to occupied state, and the adjacent sections of the section are all reported idle and still within the redundant time range; or, a redundant UT situation occurs in the first section of the entry signal.
[0022] Optionally, processing is performed based on the reasons for not meeting the three-point check, including:
[0023] If the reason for not meeting the three-point check is that the guidance mode train switches to full monitoring, then for the non-full monitoring mode train, RBC only merges the logical section between the large front and the small front; when CI reports that the physical section status is occupied, RBC sets the logical section status of the corresponding range to communication vehicle occupied, otherwise it is set to idle status.
[0024] In a second aspect of the present application, a system for reducing false train windows based on segment status is provided, the system comprising: a centralized train dispatching system CTC, a computer interlocking CI, and a radio block center RBC;
[0025] Among them, CTC determines whether three points of inspection are met;
[0026] If CTC determines that the three-point check is not met, then when the section status is the logical section occupied status, it will be processed based on the reason for not meeting the three-point check; when the section status is the interlocking section occupied status, CI reports the occupied section through the interlocking section occupied status, RBC replies to CI that it is not occupied by a communication vehicle, and the CI interface displays a red light band, which is consistent with the C3 fixed block mode.
[0027] Optionally, if CI first reports to CTC that the logical section ahead of the locomotive is occupied by a non-communication vehicle, and subsequently reports to CTC that the logical section ahead of the locomotive is occupied by a communication vehicle due to the invasion of the ahead section by the train envelope, it is determined that the reason for not satisfying the three-point check is that a non-communication vehicle is occupied;
[0028] If RBC determines that the current insulation section is a redundant non-communication vehicle occupied section, and the redundant non-communication vehicle occupied section is due to the train clearing the current section and the relay slow suction problem, then it is determined that the reason for not meeting the three-point check is the section relay slow suction;
[0029] If the train is upgraded to full monitoring mode, and the train uses the safety envelope as the processing of the logical section occupancy status, so that the section where the train safety car tail is located changes from logical section idle to communication car occupied, then it is determined that the reason for not meeting the three-point check is that the guidance mode train is switched to full monitoring.
[0030] Optionally, the system further comprises: an automatic train protection system ATP;
[0031] Processing is based on the reasons for not meeting the three-point inspection, including:
[0032] If the reason for not meeting the three-point check is the occupancy of a non-communication vehicle, the on-board automatic train protection system ATP determines the current operating status based on the occupancy status of the logical section; ATP dynamically processes the train envelope and train length based on the current operating status, and during the processing, the distance between the large front and large rear, and the small front and small rear of the train is always consistent with the train length.
[0033] Optionally, processing is performed based on the reasons for not meeting the three-point check, including:
[0034] If the reason for not meeting the three-point check is that the section relay is slow to absorb, then in a non-abnormal scenario, the RBC sends the redundant UT section logical occupancy status to the CI as communication vehicle occupied;
[0035] Among them, the abnormal scenarios are: the interval section changes from idle state to occupied state, and the adjacent sections of the section are all reported idle and still within the redundant time range; or, a redundant UT situation occurs in the first section of the entry signal.
[0036] Optionally, processing is performed based on the reasons for not meeting the three-point check, including:
[0037] If the reason for not meeting the three-point check is that the guidance mode train switches to full monitoring, then for the non-full monitoring mode train, RBC only merges the logical section between the large front and the small front; when CI reports that the physical section status is occupied, RBC sets the logical section status of the corresponding range to communication vehicle occupied, otherwise it is set to idle status.
[0038] The present application provides a method and system for reducing false train number windows based on section status, the method comprising: CTC determines whether the three-point check is satisfied; if CTC determines that the three-point check is not satisfied, then when the section status is the logical section occupied state, processing is performed based on the reason for not satisfying the three-point check; when the section status is the interlocking section occupied state, CI reports the occupied section through the interlocking section occupied state, RBC replies to CI that it is not occupied by a communication vehicle, and the CI interface displays a red light band, which is consistent with the C3 fixed block mode. The method provided by the present application can reduce the situation that causes the three-point check to be not satisfied, and prevent the abnormal disappearance and failure of the train number window. BRIEF DESCRIPTION OF THE DRAWINGS
[0039] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:
[0040] Figure 1 A flow chart of a method for reducing false train windows based on segment status provided in an embodiment of the present application;
[0041] Figure 2 A schematic diagram of a safety envelope provided in an embodiment of the present application;
[0042] Figure 3 A schematic diagram of a relay slow suction provided in an embodiment of the present application;
[0043] Figure 4 A complete schematic diagram of a guided turn provided in an embodiment of the present application;
[0044] Figure 5 A schematic diagram of section occupancy provided in an embodiment of the present application. DETAILED DESCRIPTION
[0045] In order to make the technical solutions and advantages in the embodiments of the present application more clearly understood, the exemplary embodiments of the present application are further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than an exhaustive list of all the embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.
[0046] In the process of implementing this application, the inventor found that the following situations do not meet the three-point check:
[0047] 1. When the communication train is running, the order of clearing the logical section needs to meet the three-point check, and it cannot be repeated after clearing the rear section. This causes CTC to judge that the logical section occupation and clearing status do not meet the three-point check logic.
[0048] 2. There is a problem of relay slow absorption in the section track connection, and the slow absorption time is about 13 to 19 seconds. After the train completely clears the section, CI will be delayed for more than 10 seconds. As a result, RBC sends the situation that the logical section is not occupied by the communication vehicle to CI, causing CTC to judge that the logical section occupation and clearing status do not meet the three-point inspection logic.
[0049] 3. The guided mode train runs within the guided route range in the station. Since the logical section occupancy of the guided mode train needs to be integrated with the CI reporting section occupancy status, the train envelope invades the section but the interlocking reports idleness, and the RBC reports the logical section idleness to the CI. After upgrading to full monitoring, the train envelope is extended, causing CTC to judge that the logical section occupancy status does not meet the three-point check logic.
[0050] The above situation will cause the train number window to disappear or malfunction, which will cause safety hazards.
[0051] In response to the above problems, the present application provides a method and system for reducing false train number windows based on the section status, the method comprising: CTC determines whether the three-point check is satisfied; if CTC determines that the three-point check is not satisfied, then when the section status is the logical section occupied state, processing is performed based on the reason for not satisfying the three-point check; when the section status is the interlocking section occupied state, CI reports the occupied section through the interlocking section occupied state, RBC replies to CI that it is not occupied by a communication vehicle, and the CI interface displays a red light band, which is consistent with the C3 fixed blocking mode. The method provided by the present application can reduce the situation that causes the three-point check to be not satisfied, and prevent the abnormal disappearance and failure of the train number window.
[0052] See also Figure 1 This embodiment provides a method for reducing false train windows based on segment status. The implementation process of the method is as follows:
[0053] 101. CTC (Centralized traffic control) determines whether the three-point check is met.
[0054] This step is implemented using the existing method and will not be explained in detail here.
[0055] In actual application, there may be the following situations that do not meet the three-point check:
[0056] 1. When the communication train is running, the order of clearing the logical section needs to meet the three-point check, and it cannot be repeated after clearing the rear section. This causes CTC to judge that the logical section occupation and clearing status do not meet the three-point check logic.
[0057] 2. There is a problem of relay slow absorption in the section track connection, and the slow absorption time is about 13 to 19 seconds. After the train completely clears the section, CI (Computer Interlocking) will be delayed for more than 10 seconds. As a result, RBC (Radio Block Center) sends the CI the situation that the logical section is not occupied by the communication vehicle, causing CTC to judge that the logical section occupation and clearing status do not meet the three-point inspection logic.
[0058] 3. The guided mode train runs within the guided route range in the station. Since the logical section occupancy of the guided mode train needs to be integrated with the CI reporting section occupancy status, the train envelope invades the section but the interlocking reports idleness, and the RBC reports the logical section idleness to the CI. After upgrading to full monitoring, the train envelope is extended, causing CTC to judge that the logical section occupancy status does not meet the three-point check logic.
[0059] The above situation may cause the train window to disappear and malfunction, which may cause safety hazards. Therefore, after executing step 101, the CTC determines that the three-point check is not met, and then executes step 102 to process it to reduce false train windows.
[0060] 102. If CTC determines that the three-point check is not satisfied, when the section status is the logical section occupied state, processing is performed based on the reason for not satisfying the three-point check. When the section status is the interlocking section occupied state, CI (Computer Interlocking) reports the occupied section through the interlocking section occupied state, and RBC (Radio Block Center) replies to CI that it is not occupied by a communication vehicle. The CI interface displays a red light band, which is consistent with the C3 fixed block mode.
[0061] In step 102, the implementation process is different according to the different segment states, where the segment state is the logical segment occupied state or the interlocking segment occupied state. That is, after the CTC determines that the three-point check is not met, there are two processing methods, one is the conventional processing based on the logical segment occupied state, and the other is to uniformly update the logical segment occupied state to the interlocking segment occupied state. In the actual application process, either of the two methods can be selected.
[0062] 1. The processing procedure for the logical segment occupied state is as follows: Processing is performed based on the reasons for not satisfying the three-point check.
[0063] Among them, the process of the reasons for not meeting the three-point check is as follows:
[0064] If CI first reports to CTC that the logical section ahead of the locomotive is occupied by a non-communication vehicle, and subsequently reports to CTC that the logical section ahead of the locomotive is occupied by a communication vehicle because the train envelope invades the section ahead, it is determined that the reason for not meeting the three-point check is that a non-communication vehicle is occupying the section.
[0065] If RBC determines that the current insulating section is a redundant non-communication vehicle occupied section, and the redundant non-communication vehicle occupies the section because the train clears the current section and the relay slow suction problem occurs, then it is determined that the reason for not meeting the three-point check is the section relay slow suction.
[0066] If the train is upgraded to full monitoring mode, and the train uses the safety envelope as the processing of the logical section occupancy status, so that the section where the train safety car tail is located changes from logical section idle to communication car occupied, then it is determined that the reason for not meeting the three-point check is that the guidance mode train is switched to full monitoring.
[0067] In addition, the process of handling the reasons for not meeting the three-point check is as follows:
[0068] If the reason for not meeting the three-point check is the occupation of non-communication vehicles, the on-board automatic train protection system ATP determines the current operating status based on the logical section occupation status. ATP dynamically processes the train envelope and train length according to the current operating status, and during the processing, the distance between the large front and large rear, and the small front and small rear of the train is always consistent with the train length.
[0069] If the reason for not meeting the three-point check is that the section relay is slowly sucked in, then in a non-abnormal scenario, the RBC sends the redundant UT section logical occupancy status to the CI as communication vehicle occupied.
[0070] Among them, the abnormal scenario is: the interval section changes from idle to occupied, and the adjacent sections of the section all report idle and are still within the redundant time range. Or, the first section of the entry signal is released and a redundant UT occurs.
[0071] If the reason for not meeting the three-point check is that the guided mode train switches to full monitoring, then for the non-full monitoring mode train, RBC only merges the logical segment between the large front and the small front. When CI reports that the physical segment status is occupied, RBC sets the logical segment status of the corresponding range to communication vehicle occupied, otherwise it is set to idle status.
[0072] In this step, specific solutions are provided for the reasons why the three-point check is not met.
[0073] 1) The reason for not meeting the three-point inspection is that a non-communication vehicle is occupying the vehicle.
[0074] For example, a non-communication vehicle occupies the front of the RBC vehicle.
[0075] The train safety position uses the maximum safety position reported by the train. Therefore, when the fully monitored train is operating normally, there is a certain probability that a red light band will flash in the section in front of the train due to the RBC-ATP and RBC-CI communication delay problems.
[0076] like Figure 2 As shown, CI first reports to CTC that the logical section ahead of the locomotive is occupied by a non-communication vehicle. Later, because the train envelope invades the section ahead, CI reports to CTC that the logical section ahead of the locomotive is occupied by a communication vehicle. As a result, CTC determines that the three-point check is not met and adds a non-communication vehicle number window.
[0077] To address this reason, the implementation process of this step is as follows: When redundant UT sections appear in adjacent sections of the front and rear of the train due to RBC-ATP and RBC-CI communication delay problems, the onboard ATP dynamically processes the train envelope and train length according to the current operating status. However, during this process, it is necessary to ensure that the distance between the front and rear of the train, and the distance between the front and rear of the train, is always consistent with the length of the train.
[0078] 2) The reason for not meeting the three-point inspection is that the interval relay is slowly sucked
[0079] When the train wheelset clears the section where the tail is located, due to the slow suction problem of the section relay, the track connection status collected by CI is occupied for 10s-20s. RBC judges this section as redundant UT, and for safety reasons, RBC sends the logical section non-communication vehicle occupation to CI, causing CTC to judge that the three-point check is not met and add a non-communication vehicle train window, such as Figure 3 shown.
[0080] To address this reason, the implementation process of this step is as follows: RBC determines that the current insulating section is a redundant non-communication vehicle occupied section. If this redundant non-communication vehicle occupied section is caused by the train clearing the current section and the relay slow absorption problem, RBC sends the redundant UT section logical occupancy status to CI as communication vehicle occupied.
[0081] However, the following scenarios (i.e. abnormal scenarios) will not be processed as non-communication vehicle occupation to communication vehicle occupation:
[0082] A) The interval segment changes from idle to occupied, and all adjacent segments of the segment report idle and are within the redundant time range;
[0083] B) When a redundant UT occurs in the first section of the entry signal, no processing is performed.
[0084] 3) The reason for not meeting the three-point inspection is that the train in guidance mode switches to full monitoring
[0085] The guided mode train runs within the guided route range in the station. Since the logical section occupancy of the guided mode train needs to be integrated with the CI to report the section occupancy status, the train envelope invades the section but the interlocking reports idleness, and RBC reports the logical section idleness to CI. RBC satisfies the request for manual confirmation of the pre-screening sent to the vehicle. After the train manually confirms the pre-screening, the train is upgraded to full monitoring mode. At this time, the full train uses the safety envelope as the processing of the logical section occupancy status, resulting in the section where the train safety car tail is located changing from logical section idleness to communication car occupation. CTC increases the train number window, such as Figure 4 shown.
[0086] To address this reason, the implementation process of this step is as follows: For trains in non-complete monitoring mode, RBC only performs fusion processing on the logical section between the large front and small front of the train. When the CI device reports that the physical section status is occupied, the logical section status of the corresponding range is set to communication vehicle occupied, otherwise it is set to idle state processing. Avoid the envelope of a train in non-complete monitoring mode invading the section. After the train is upgraded, the train envelope expands, causing CTC to judge the section logic abnormality.
[0087] 2. The processing process of the section status being the interlocking section occupied status is as follows: CI reports the occupied section through the interlocking section occupied status, RBC replies to CI that it is occupied by a non-communication vehicle, and the CI interface displays a red light band, which is consistent with the C3 fixed block mode.
[0088] For the unified update of the logical section occupancy status to the processing method based on the interlocking report section occupancy status, RBC no longer updates the logical section communication car occupancy status according to the train envelope; for all CI reported occupied sections, RBC replies that CI is not occupied by the communication car, and the CI interface only displays a red light band, which is consistent with the C3 fixed block mode, such as Figure 5 shown.
[0089] The train number is important basic information for the centralized dispatching system to realize dispatching command, train operation tracking, automatic route arrangement and wireless dispatching commands, and should ensure timeliness and accuracy. The method for reducing false train number windows based on the section status provided in this embodiment can optimize the train number display, solve the train number window tracking problems such as line section relay slow absorption, train envelope changes after the guide mode train upgrade, and train safety position envelope. From the perspective of RBC, the logical section occupancy status processing is improved to effectively avoid problems such as train number tracking errors and losses, and improve the accuracy of train number tracking.
[0090] In the CTC system, the train number is the only basis for the system to identify and distinguish different trains. The method for reducing false train number windows based on section status provided in this embodiment generates and adjusts the driving plan according to the train number, thereby realizing train operation route control.
[0091] During the operation of a fully monitored train that has completed front-end and rear-end screening, if a non-communication vehicle suddenly occupies the logical section in front or behind, it will cause the CTC to determine that the three-point check logic is not satisfied in the current cycle, and add a false train number flag. However, since the train's running direction cannot be determined in the current cycle, CTC cannot add a false train number window immediately. The train's running direction can only be determined after the train passes the next signal, and the location to add the false train number window can be determined. The method for reducing false train number windows based on section status provided in this embodiment can reduce the situation where the three-point check is not satisfied due to the influence of the occupation of the moving block section, and prevent the scene of abnormal disappearance or failure of the train number window.
[0092] The present embodiment provides a method for reducing false train number windows based on the section status, CTC determines whether the three-point check is satisfied; if CTC determines that the three-point check is not satisfied, then when the section status is the logical section occupied status, processing is performed based on the reason for not satisfying the three-point check; when the section status is the interlocking section occupied status, CI reports the occupied section through the interlocking section occupied status, RBC replies to CI that it is not occupied by a communication vehicle, and the CI interface displays a red light band, which is consistent with the C3 fixed blocking mode, thereby reducing the situation that causes the three-point check to be not satisfied, and preventing the abnormal disappearance and failure of the train number window.
[0093] The same inventive concept of the method for reducing false train number windows based on segment status, this embodiment provides a system for reducing false train number windows based on segment status, which can execute Figure 1 The method for reducing false train windows based on segment status is shown.
[0094] The system includes: CTC, CI, RBC.
[0095] Among them, CTC determines whether the three-point check is met.
[0096] If CTC determines that the three-point check is not met, then when the section status is the logical section occupied status, it will be processed based on the reason for not meeting the three-point check. When the section status is the interlocking section occupied status, CI reports the occupied section through the interlocking section occupied status, RBC replies to CI that it is not occupied by a communication vehicle, and the CI interface displays a red light band, which is consistent with the C3 fixed block mode.
[0097] Among them, if CI first reports to CTC that the logical section ahead of the locomotive is occupied by a non-communication vehicle, and subsequently reports to CTC that the logical section ahead of the locomotive is occupied by a communication vehicle because the train envelope invades the section ahead, it is determined that the reason for not meeting the three-point check is that a non-communication vehicle is occupying the section.
[0098] If RBC determines that the current insulating section is a redundant non-communication vehicle occupied section, and the redundant non-communication vehicle occupies the section because the train clears the current section and the relay slow suction problem occurs, then it is determined that the reason for not meeting the three-point check is the section relay slow suction.
[0099] If the train is upgraded to full monitoring mode, and the train uses the safety envelope as the processing of the logical section occupancy status, so that the section where the train safety car tail is located changes from logical section idle to communication car occupied, then it is determined that the reason for not meeting the three-point check is that the guidance mode train is switched to full monitoring.
[0100] Additionally, the system includes: ATP.
[0101] Among them, the processing is based on the reasons for not meeting the three-point inspection, including:
[0102] If the reason for not meeting the three-point check is the occupation of non-communication vehicles, the on-board automatic train protection system ATP determines the current operating status based on the logical section occupation status. ATP dynamically processes the train envelope and train length according to the current operating status, and during the processing, the distance between the large front and large rear, and the small front and small rear of the train is always consistent with the train length.
[0103] Among them, the processing is based on the reasons for not meeting the three-point inspection, including:
[0104] If the reason for not meeting the three-point check is that the section relay is slowly sucked in, then in a non-abnormal scenario, the RBC sends the redundant UT section logical occupancy status to the CI as communication vehicle occupied.
[0105] Among them, the abnormal scenario is: the interval section changes from idle to occupied, and the adjacent sections of the section all report idle and are still within the redundant time range. Or, the first section of the entry signal is released and a redundant UT occurs.
[0106] Among them, the processing is based on the reasons for not meeting the three-point inspection, including:
[0107] If the reason for not meeting the three-point check is that the guided mode train switches to full monitoring, then for the non-full monitoring mode train, RBC only merges the logical segment between the large front and the small front. When CI reports that the physical segment status is occupied, RBC sets the logical segment status of the corresponding range to communication vehicle occupied, otherwise it is set to idle status.
[0108] This embodiment provides a system for reducing false train number windows based on the segment status, which includes: CTC, CI, and RBC. CTC determines whether the three-point check is satisfied; if CTC determines that the three-point check is not satisfied, then when the segment status is the logical segment occupied status, processing is performed based on the reason for not satisfying the three-point check; when the segment status is the interlocking segment occupied status, CI reports the occupied segment through the interlocking segment occupied status, RBC replies to CI that it is not occupied by a communication vehicle, and the CI interface displays a red light band, which is consistent with the C3 fixed block mode, thereby reducing the situation that does not satisfy the three-point check and preventing the abnormal disappearance and failure of the train number window.
[0109] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of complete hardware embodiments, complete software embodiments, or embodiments in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code. The scheme in the embodiments of the present application can be implemented in various computer languages, for example, object-oriented programming language Java and literal scripting language JavaScript, etc.
[0110] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.
[0111] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.
[0112] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.
[0113] Although the preferred embodiments of the present application have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application.
[0114] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.
Claims
1. A method for reducing false train windows based on segment status, characterized in that: The method comprises: The centralized train dispatching system CTC determines whether the three-point check is met; If CTC determines that the three-point check is not met, then when the section status is the logical section occupied status, processing will be performed based on the reason for not meeting the three-point check; when the section status is the interlocking section occupied status, the computer interlocking CI reports the occupied section through the interlocking section occupied status, the wireless block center RBC replies to CI that it is not occupied by a communication vehicle, and the CI interface displays a red light band, which is consistent with the C3 fixed block mode.
2. The method according to claim 1, characterized in that Before the processing based on the reasons for not meeting the three-point check, the following is also included: If CI first reports to CTC that the logical section ahead of the train is occupied by a non-communication vehicle, and then reports to CTC that the logical section ahead of the train is occupied by a communication vehicle due to the train envelope invading the section ahead, then it is determined that the reason for not meeting the three-point check is that a non-communication vehicle is occupied; If RBC determines that the current insulation section is a redundant non-communication vehicle occupied section, and the redundant non-communication vehicle occupied section is due to the train clearing the current section and the relay slow suction problem, then it is determined that the reason for not meeting the three-point check is the section relay slow suction; If the train is upgraded to full monitoring mode, and the train uses the safety envelope as the processing of the logical section occupancy status, so that the section where the train safety car tail is located changes from logical section idle to communication car occupied, then it is determined that the reason for not meeting the three-point check is that the guidance mode train is switched to full monitoring.
3. The method according to claim 2, characterized in that The processing based on the reasons for not meeting the three-point inspection includes: If the reason for not meeting the three-point check is the occupancy of a non-communication vehicle, the on-board automatic train protection system ATP determines the current operating status based on the occupancy status of the logical section; ATP dynamically processes the train envelope and train length based on the current operating status, and during the processing, the distance between the large front and large rear, and the small front and small rear of the train is always consistent with the train length.
4. The method according to claim 2, characterized in that: The processing based on the reasons for not meeting the three-point inspection includes: If the reason for not meeting the three-point check is that the section relay is slow to absorb, then in a non-abnormal scenario, the RBC sends the redundant UT section logical occupancy status to the CI as communication vehicle occupied; Among them, the abnormal scenario is: the interval section changes from an idle state to an occupied state, and all adjacent sections of the section report idleness and are still within the redundant time range; or, a redundant UT occurs in the first section of the entry signal.
5. The method according to claim 2, characterized in that: The processing based on the reasons for not meeting the three-point inspection includes: If the reason for not meeting the three-point check is that the guidance mode train switches to full monitoring, then for the non-full monitoring mode train, RBC only merges the logical section between the large front and the small front; when CI reports that the physical section status is occupied, RBC sets the logical section status of the corresponding range to communication vehicle occupied, otherwise it is set to idle status.
6. A system for reducing false train window based on segment status, characterized in that: The system includes: centralized train dispatching system CTC, computer interlocking CI, and radio block center RBC; Among them, CTC determines whether three points of inspection are met; If CTC determines that the three-point check is not met, then when the section status is the logical section occupied status, it will be processed based on the reason for not meeting the three-point check; when the section status is the interlocking section occupied status, CI reports the occupied section through the interlocking section occupied status, RBC replies to CI that it is not occupied by a communication vehicle, and the CI interface displays a red light band, which is consistent with the C3 fixed block mode.
7. The system according to claim 6, characterized in that If CI first reports to CTC that the logical section ahead of the train is occupied by a non-communication vehicle, and then reports to CTC that the logical section ahead of the train is occupied by a communication vehicle due to the train envelope invading the section ahead, then it is determined that the reason for not meeting the three-point check is that a non-communication vehicle is occupied; If RBC determines that the current insulation section is a redundant non-communication vehicle occupied section, and the redundant non-communication vehicle occupied section is due to the train clearing the current section and the relay slow suction problem, then it is determined that the reason for not meeting the three-point check is the section relay slow suction; If the train is upgraded to full monitoring mode, and the train uses the safety envelope as the processing of the logical section occupancy status, so that the section where the train safety car tail is located changes from logical section idle to communication car occupied, then it is determined that the reason for not meeting the three-point check is that the guidance mode train is switched to full monitoring.
8. The system according to claim 7, characterized in that The system also includes: an automatic train protection system ATP; The processing based on the reasons for not meeting the three-point inspection includes: If the reason for not meeting the three-point check is the occupancy of a non-communication vehicle, the on-board automatic train protection system ATP determines the current operating status based on the occupancy status of the logical section; ATP dynamically processes the train envelope and train length based on the current operating status, and during the processing, the distance between the large front and large rear, and the small front and small rear of the train is always consistent with the train length.
9. The system according to claim 7, characterized in that The processing based on the reasons for not meeting the three-point inspection includes: If the reason for not meeting the three-point check is that the section relay is slow to absorb, then in a non-abnormal scenario, the RBC sends the redundant UT section logical occupancy status to the CI as communication vehicle occupied; Among them, the abnormal scenario is: the interval section changes from an idle state to an occupied state, and all adjacent sections of the section report idleness and are still within the redundant time range; or, a redundant UT occurs in the first section of the entry signal.
10. The system according to claim 7, characterized in that The processing based on the reasons for not meeting the three-point inspection includes: If the reason for not meeting the three-point check is that the guidance mode train switches to full monitoring, then for the non-full monitoring mode train, RBC only merges the logical section between the large front and the small front; when CI reports that the physical section status is occupied, RBC sets the logical section status of the corresponding range to communication vehicle occupied, otherwise it is set to idle status.