Train section protection method and system based on autonomous perception of backup operation level

Abstract

The invention provides a train section protection method and system capable of autonomously sensing a backup operation level, and the method comprises the steps: receiving danger source information and signal machine state information transmitted by ground equipment under the condition that the operation level of a train is an ABL level; calculating a first perception MA of the train according to the signal machine state information and the ABL level generation factor; according to the type of the signal machine corresponding to the open near road of the train and the first sensing MA, sensing MA fusion of different train routes is carried out, and a second sensing MA is obtained; extending the second perception MA according to different accurate parking scenes to obtain a third perception MA; updating the third sensing MA according to the validity of the hazard source information to obtain a fourth sensing MA; and controlling the train to perform target obstacle protection in the operation interval according to the fourth sensing MA. According to the method, automation, intelligence and reliability of a train signal system are improved, and then the efficiency and safety of interval protection of the train are improved.

Description

Technical Field

[0001] The present invention relates to the field of train control technology, and in particular to a train section protection method and system based on autonomous perception of backup operation level. Background Art

[0002] In the current process of urban rail transit line design and operation, when the train-ground communication is good, the train can interact with the control center equipment, station equipment, trackside equipment, and network communication equipment through the on-board controller, and then operate in the operating section in a variety of operating modes, such as the train BLOC-CM / AM mode and CBTC-CM / AM / CAM / FAM mode. In this operating mode, the train needs to achieve train section protection through real-time and trackside equipment communication responsible for train position correction, mobile authorization granting at the backup level, and section occupancy\idle status supervision.

[0003] In the related technology, in the existing train section protection scheme, after the train-to-ground communication fails or the ground equipment such as RC / CI fails, the on-board ATP cannot calculate the movement authorization for the CBTC train and the train in the backup mode in real time based on the ground information. At this time, the train is downgraded and requires manual intervention to operate in RM mode, which is easy to affect other trains in operation on the line. When the train runs in point mode (BLOC), it needs to rely on variable transponders and filling transponders throughout the process, and it cannot run fully automatically throughout the process, resulting in low efficiency and safety of train section protection. Summary of the invention

[0004] The present invention provides a train section protection method and system based on autonomous sensing backup operation level, which is used to solve the problem that in the prior art, when there is a train-to-ground communication failure or a ground equipment failure such as RC / CI, manual intervention is required to operate in RM mode, which has a great impact on other trains operating on the line; when the train runs in point mode (BLOC), it needs to rely on variable transponders and filling transponders throughout the process, and cannot run fully automatically throughout the process, resulting in low automation, intelligence and reliability of the entire signal system, thereby improving the efficiency and safety of train section protection.

[0005] The present invention provides a train section protection method based on autonomous sensing backup operation level, which is applied to a train signal system, comprising: When the train operation level is the autonomous sensing backup operation ABL level, receiving the danger source information and signal machine status information sent by the ground equipment; the ground equipment communicates with the train signal system through at least one of the main channel and the backup channel; The first perception movement authorization MA of the train is calculated according to the signal state information and the generation factor of the ABL level; the perception MAs of different train routes are integrated according to the signal type corresponding to the open shortcut of the train and the first perception MA to obtain the second perception MA; the second perception MA is extended according to different precise parking scenarios to obtain the third perception MA; the third perception MA is updated according to the validity of the hazard source information to obtain the fourth perception MA; wherein the generation factor of the ABL level includes that the train reaches the ABL level through upgrading or downgrading; the different precise parking scenarios include at least one of the switch section outside the parking area and the straight track physical section outside the station; According to the fourth perception MA, the train is controlled to perform target obstacle protection in the operating section; the target obstacle protection includes: at least one of: MA validity check, turnout protection, screen door PSD protection, ESB protection, SPKS protection, section speed limit protection, anti-flooding door protection, front signal status protection and leading vehicle position protection.

[0006] According to a train section protection method based on autonomous perception backup operation level provided by the present invention, the perception MA of different train routes is fused according to the signal type corresponding to the open shortcut of the train and the first perception MA to obtain the second perception MA, which includes: In the case where the signal corresponding to the open shortcut of the train is a virtual signal, a route with the virtual signal as the route start signal is spliced ​​with the route of the train running according to the first sensing MA to obtain a new route; When the position of the train is determined to be valid, the control area of ​​the ground equipment confirms that the reverse route mark of the train is invalid, the safe position of the train is within the main line or test line, the main channel is interrupted and the backup channel communication is normal, or the area where the train is located confirms a temporary speed limit for the entire station, the second perception MA is calculated according to the new route.

[0007] According to a train section protection method based on autonomous perception backup operation level provided by the present invention, the third perception MA is updated according to the validity of the hazard source information to obtain the fourth perception MA, which includes: In the case where the hazard source information includes available resources, performing validity inspection on the available resources to obtain inspection results; According to the test result, the third perception MA is shortened or invalidated to obtain the fourth perception MA; The available resources are determined by the following steps: The resource range is determined according to the logical section where the rear of the train is located, the logical section at the terminal of the route where the head of the train is located, the target route and all the protection sections of the target route; wherein the target route is the route that is close to being locked and opened in front of the route where the head of the train is located; There is an overlap between the route within the resource range and the train position determined based on the backup channel, and the logical section information within the resource range is determined to be the available resource.

[0008] According to a train section protection method based on autonomous perception backup operation level provided by the present invention, the ABL level includes a fully automatic train driving ABL-FAM mode, a fully automatic train driving creeping ABL-CAM mode based on vehicle-borne active perception, a manned ATO driving mode based on vehicle-borne active perception, and a manned driving ABL-CM mode based on vehicle-borne active perception; The operation level of the train is the autonomous sensing operation and the backup operation level is determined by the following method: In the case that the main channel fails, the ground equipment fails, the train has not completed screening, or the onboard ATP cannot calculate the movement authorization, determining that the operation level of the train is the ABL level; Alternatively, the ABL-FAM mode, the ABL-AM mode or the ABL-CM mode is set through the man-machine interface display MMI of the train; The train signal system is used to maintain communication with the ground equipment through a backup channel in the ABL-FAM mode, the ABL-CAM mode, the ABL-AM mode or the ABL-CM mode.

[0009] According to a method for protecting a train section based on autonomous sensing of a backup operation level provided by the present invention, the method further includes: In the case where the generation factor of the ABL level includes the operation level of the train being downgraded from the CBTC-FAM mode or the CBTC-CAM mode to the ABL-FAM mode or the ABL-CAM mode, receiving a first instruction from a user; In response to the first instruction, adjusting the operation level of the train to ABL-CM mode or ABL-RM mode; Alternatively, when the generation factor of the ABL level includes the downgrading of the operation level of the train from the CBTC-FAM mode or the CBTC-CAM mode to the ABL-FAM mode or the ABL-CAM mode, receiving a second instruction from the user; In response to the second instruction, the traction brake and direction handle of the train are operated to the zero position, and the key is turned off to wait for a new movement authorization.

[0010] According to a method for protecting train sections based on autonomous perception of backup operation levels provided by the present invention, the hazard source information includes the resource status of the logical section where the train is located, the status of the approach that is close to being open in front of the approach where the train is located, the switch status in the control area where the train is located, the section blocking status, the anti-flooding door status, the emergency stop button status, the SPKS status, the platform door status, the speed limit status within the resource range, the rain and snow mode status, the regional / full line emergency braking status, the status of the front signal, the position information of the preceding vehicle, the reverse approach sign of the train and at least one of the ITE removal sign.

[0011] The present invention also provides a train section protection system based on autonomous sensing backup operation level, comprising: A receiving module, used for receiving the danger source information and signal machine status information sent by the ground equipment when the train operation level is the autonomous sensing backup operation ABL level; the ground equipment communicates with the train signal system through at least one of the main channel and the backup channel; A calculation module is used to calculate the first perception movement authorization MA of the train according to the signal state information and the generation factor of the ABL level; perform perception MA fusion of different train routes according to the signal type corresponding to the open shortcut of the train and the first perception MA to obtain a second perception MA; extend the second perception MA according to different precise parking scenarios to obtain a third perception MA; update the third perception MA according to the validity of the hazard source information to obtain a fourth perception MA; wherein the generation factor of the ABL level includes that the train reaches the ABL level through upgrading or downgrading; the different precise parking scenarios include at least one of a turnout section outside the parking area and a straight track physical section outside the station; A protection module is used to control the train to perform target obstacle protection in the operating section according to the fourth perception MA; the target obstacle protection includes: at least one of: MA validity check, turnout protection, screen door PSD protection, ESB protection, SPKS protection, section speed limit protection, anti-flooding door protection, front signal status protection and leading vehicle position protection.

[0012] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, it implements any of the above-described methods for protecting train sections based on autonomous perception of backup operation levels.

[0013] The present invention also provides a non-transitory computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, it implements any of the above-mentioned methods for protecting train sections based on autonomous perception of backup operation levels.

[0014] The present invention also provides a computer program product, including a computer program, which, when executed by a processor, implements any of the above-mentioned methods for protecting train sections based on autonomous perception of backup operation levels.

[0015] The method and system for train section protection based on autonomous perception backup operation level provided by the present invention, when the train operation level is the autonomous perception backup operation ABL level and the ground equipment communicates with the train signal system through at least one of the main channel and the backup channel, updates the perception MA of the train's travel route according to the signal machine status information, the factors causing the ABL level, the signal machine type corresponding to the open shortcut, different precise parking scenarios and the validity of the hazard source information, and controls the train to perform various obstacle protection in the operation section according to the updated perception MA, thereby improving the automation, intelligence and reliability of the train signal system, and further improving the efficiency and safety of the train section protection. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0017] Figure 1 It is a flow chart of the train section protection method based on autonomous sensing backup operation level provided by the present invention.

[0018] Figure 2 This is a schematic diagram of backup channel data flow provided by the present invention.

[0019] Figure 3 It is a structural schematic diagram of the vehicle-to-ground communication architecture provided by the present invention.

[0020] Figure 4 This is one of the data interaction diagrams between VOBC, ATS and ground equipment provided by the present invention.

[0021] Figure 5 This is the second schematic diagram of data interaction between VOBC, ATS and ground equipment provided by the present invention.

[0022] Figure 6 This is the third schematic diagram of data interaction between VOBC, ATS and ground equipment provided by the present invention.

[0023] Figure 7 It is a structural schematic diagram of the autonomous sensing backup operation level train section system provided by the present invention.

[0024] Figure 8 It is a structural schematic diagram of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0025] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0026] Combine the following Figure 1-Figure 7 The present invention describes a train section protection method and system based on autonomous sensing of backup operation level.

[0027] Figure 1 : is a flow chart of a train section protection method based on autonomous sensing backup operation level provided by the present invention, such as Figure 1 As shown, the train section protection method based on autonomous perception backup operation level is applied to the train signal system, and includes the following steps: Step 110: When the train operation level is the autonomous sensing backup operation ABL level, the hazard source information and signal status information sent by the ground equipment are received; the ground equipment communicates with the train signal system through at least one of the main channel and the backup channel.

[0028] In this step, at the Autonomous Backup Level (ABL) level, the train does not need to rely on the direct communication status with the ground equipment, but can use other existing equipment on the line to open up a backup communication channel. Even if the main communication between the train and the ground equipment is interrupted, the communication status between the train and the ground equipment can be maintained without adding line equipment.

[0029] In this embodiment, the ground equipment includes an interlocking route control RC or a computer interlocking (Computer Interlocking, CI).

[0030] In this embodiment, the hazard source information includes the resource status of the logical section where the train is located, the status of routes close to being open, the status of switches, the status of section blocking, the status of flood prevention doors, etc.

[0031] In this embodiment, the signal status information is used to indicate the signal protection status. The train queries the nearest main signal forward through its own position, sends it to the RC / CI, and records this signal, including the following protection scenarios: (1) If the RC replies that the signal is point-type permission or point-type prohibition (normally closed), it is determined whether the train meets the conditions for upgrading to ABL. Before upgrading, the recorded signal ID remains unchanged. When the train completes the upgrade, the ID of the signal ahead queried based on the current position of the train is sent to the RC / CI.

[0032] (2) For a train that has completed the upgrade, when the signal status received from the RC is point-type prohibited (normally closed), the ID of the signal ahead is sent to the RC based on the train position.

[0033] (3) When a train communicates with multiple RCs / CIs, it simultaneously inquires about the status of the signal ID ahead from multiple RCs. When receiving the signal status from multiple RCs, the signal status reported by the RC where the signal protection is located shall prevail.

[0034] (4) When the train's front approach is open and the inner side of the approach is not occupied, if the approach is abnormally closed due to the opening of the screen door, the pressing of the ESB, manual cancellation of the approach, etc., it is necessary to protect the abnormal closure of the signal sent by the RC. That is, when the signal status received from the RC is point prohibition (abnormal closure), the ITP determines that the maximum safe front has passed the signal, and sets the perception MA to invalid; if it has not passed, the abnormally closed signal will not be processed, and the RC / CI resources will be used for protection.

[0035] Step 120, calculate the first perception movement authorization MA of the train according to the signal status information and the factors generating the ABL level; fuse the perception MAs of different train approaches according to the signal type corresponding to the open shortcut of the train and the first perception MA to obtain the second perception MA; extend the second perception MA according to different precise parking scenarios to obtain the third perception MA; update the third perception MA according to the validity of the hazard source information to obtain the fourth perception MA; wherein the factors generating the ABL level include the train reaching the ABL level through upgrading or downgrading; and the different precise parking scenarios include at least one of the switch section outside the parking area and the straight track physical section outside the station.

[0036] In this step, the train operation mode can be upgraded from the limited manual driving RM level to the ABL level, or it can be downgraded from the communication-based train automatic control system CBTC level or the vehicle-to-vehicle communication-based train control system VBTC level to the ABL level.

[0037] In this embodiment, the first perceived mobility authorization MA may be the perceived MA1 calculated based on the current route after the train is upgraded to the ABL level or downgraded from the VBTC level to the ABL level.

[0038] Specifically, the starting point of MA1 is the minimum safe rear end of the train n (for example, n=1) seconds ago; when the train is upgraded from RM mode to ABL level, the end point of MA1 is the end point of the backup lock resource and retreats forward by m (for example, m=20) meters; when the train is downgraded from VBTC level to ABL, the RC replies that the front signal is point-type permission and the ABL identification point before the downgrade crosses (including overlap) the front signal, and the end point of MA1 is the end point of the backup lock resource and retreats 20 meters.

[0039] In this embodiment, the first perceived mobility authorization MA may be the perceived MA2 calculated based on the current route after the train is upgraded to the ABL level.

[0040] Specifically, when the train is downgraded to ABL, the perception MA2 is calculated within the resource range allowed by the CBTC level; wherein, the calculation of the resource range allowed by the CBTC level is processed for different scenarios: ① The train position (the distance from the minimum safe front end to the overhang to the wheelset) does not belong to the approach section of any approach; ② The train position (the distance from the minimum safe front end to the overhang to the wheelset) belongs to the approach section of the next one or more approaches, but the end point of the allowed resource does not cross the terminal signal of the next approach; ③ The train position (the distance from the minimum safe front end to the overhang to the wheelset) belongs to the approach section of the next one or more approaches, and the allowed resource end point crosses (including the overlap of the resource end point and the signal position) the terminal signal of the next approach; ④ Calculation of resource end point: If there is a signal within the permitted resource range, the signal closest to the train position (the distance from the minimum safe front end to the overhang to the wheelset) is used as the resource end point; if there is no signal within the permitted resource range, the resource end point before the communication interruption is directly used as the resource end point; ⑤When the allowed resource endpoint is valid: Scenarios ① and ② directly calculate the resource endpoint according to ④, and scenario ③ finds which route or approaching segments of multiple routes the current logical section belongs to. At this time, the resource endpoint is the resource terminal (terminal signal) of the farthest route allowed by RC; ⑥ When the allowed resource endpoint changes from valid to invalid: Scenarios ① and ② directly calculate the resource endpoint according to ④, and scenario ③ records the current time T1, and starts timing from time T1. After the train reaches zero speed or a certain delay time (fixed 10s), the resources maintained across the route are set to unavailable, and the resource endpoint is recalculated according to ④.

[0041] ⑦ Resource endpoint update: For ABL-level trains, when the allowed resource endpoint is valid, the train will be shortened according to scenario ⑤. When the train resource endpoint becomes invalid, after scenario ⑥, the allowed resource endpoint will be updated. The update principles are as follows: (1) If the primary / backup communication is normal at this time, the permissible resource end point is moved to the nearest signal ahead according to the resource locking information of the primary / backup channel; (2) If both the primary and backup fail, the allowable resource endpoint calculated when the vehicle resources are invalid remains unchanged; In particular, when the resource end point is an intrusive axle meter, the perception MA2 end point cannot cross the resource end point and retreats a fixed intrusive distance of 15m. At this time, no precise parking MA extension judgment is performed; if the resource end point is not an intrusive axle meter, but the protection section end point axle meter is an intrusive axle meter at this time, the protection section end point will be retreated 15m as the perception MA2 end point.

[0042] In this embodiment, the signal type includes whether the open shortcut interruption signal identified when the train is traveling at the ABL level is a virtual signal. If a virtual signal is identified, the current route of the train and the route corresponding to the virtual signal are spliced ​​into a new route, and then the fused perception MA, i.e., the second perception MA, is calculated; if the virtual signal is not identified, the current MA remains unchanged.

[0043] In this embodiment, different precise parking scenarios corresponding to the train running at the ABL level include: (1) Outside the parking area is the switch section; when the switch section is a protection section, for ABL trains with communication, the onboard system obtains the switch position and protection section locking information from RC / CI through primary / backup communication.

[0044] In this embodiment, the third perception MA calculation method includes: taking the shorter position of the protection section length withdrawal distance and the MA extension length position of the precise parking condition; if the switch section is not configured as a protection section, the MA cannot be extended outside the station.

[0045] (2) The area outside the station is a straight track physical section; if the platform approach route is not configured with a protection section: ① If the length of the axle-counting section outside the station is greater than M (for example, M=140) meters, the MA can be extended, and the MA extension principle is: the shorter of the first logic section length outside the station, the protection section length withdrawal distance, and the MA extension length of the precise parking condition is used as the MA end point of the extension outside the station.

[0046] ② For ABL with communication, the section speed limit information can be obtained from RC / CI through the primary / backup communication to protect the section blockade of the straight track outside the station.

[0047] In this embodiment, if the out-of-station access is configured with a protection zone, the protection zone needs to have an MA established before it can be extended to the protection zone. The following scenarios exist: ① ABL with communication obtains protection section locking information from RC / CI through primary / backup communication to protect the section blocking of the straight track outside the station.

[0048] ② For ABL with communication, the train is downgraded within the route and the MA calculation principle is: the shorter of the protection section length withdrawal distance and the MA extension length for precise parking conditions is used.

[0049] In this embodiment, the ground equipment RC / CI can send the effective available resources of the train to the vehicle through the interface corresponding to the main channel or the interface corresponding to the backup channel.

[0050] It should be noted that when there is no communication with the ground, the ground resource validity information cannot be obtained, and the resource validity is not checked; when the train can obtain the ground resource information through communication with the ground equipment, the validity of the resources needs to be verified.

[0051] In this embodiment, only when the available resources pass the validity verification, for example, updating the third perception MA according to the available resources or determining that the current perception MA is invalid, can train section protection be performed according to the new perception MA or the available perception MA be recalculated.

[0052] Step 130, controlling the train to perform target obstacle protection in the operating section according to the fourth sensing MA; the target obstacle protection includes at least one of: MA validity check, turnout protection, screen door PSD protection, ESB protection, SPKS protection, section speed limit protection, anti-flooding door protection, front signal status protection and leading vehicle position protection.

[0053] In this step, after passing the resource validity verification, the ABL-level train can run on the current route according to the fourth perception MA, and needs to be protected from ground obstacles, ground speed limit information, etc.

[0054] The following is a detailed description of the nine scenarios corresponding to target obstacle protection: (1) MA validity check: determine the validity of the perceived MA starting point and end point, and whether the maximum safe front end of the train has crossed the MA end point.

[0055] (2) Switch protection: The vehicle obtains switch status information from the ground and queries the switch information within the MA range. If the switch information obtained from the ground does not find the switch within the MA range, MA is invalid.

[0056] (3) PSD protection: The vehicle obtains PSD status information from the ground and queries the PSD information within the MA range. If the PSD within the MA range is not found in the PSD information obtained from the ground, MA is invalid.

[0057] (4) ESB protection: The vehicle obtains ESB status information from the ground and queries the ESB information within the MA range. If the ESB within the MA range is not found in the ESB information obtained from the ground, the MA is invalid.

[0058] (5) SPKS protection: The vehicle obtains SPKS status information from the ground. When SPKS is pressed, speed limit protection is performed in the SPKS protection area.

[0059] (6) Section speed limit protection: When there is a temporary speed limit, regional emergency, or section blockade within the train resource range, the ground will send speed limit information to the train. The speed limit information is sent in units of axle counting sections. In case of regional emergency and section blockade, the ground will process it as a speed limit of 0 and send it. During the operation of the ABL train, the speed limit section will be protected.

[0060] (7) Flood gate protection: When the vehicle-mounted main or backup communication with the ground is normal, the ground sends the flood gate status of the current control area or the adjacent control area to the vehicle-mounted. When the flood gate status is closed / door request is received, protection is performed. The vehicle-mounted MA terminal is offset forward to the flood gate intrusion limit protection distance range to perform flood gate protection. If the flood gate status is abnormal, the MA terminal is withdrawn according to the flood gate position and the flood gate intrusion limit distance is used as the new MA terminal.

[0061] (8) Protection of the status of the signal ahead: When the signal sent by the ground equipment is abnormally closed, the vehicle determines that it is safest to cross the signal ahead, and the perception MA is set to invalid.

[0062] (9) Front vehicle position protection: When the front vehicle position information sent by the ground equipment is valid, the perception MA needs to be recalculated based on the positions of the two vehicles.

[0063] The method for train section protection based on autonomous perception backup operation level provided by an embodiment of the present invention updates the perception MA of the train's travel route according to the signal machine status information, the factors causing the ABL level, the signal machine type corresponding to the open shortcut, different precise parking scenarios and the validity of the hazard source information when the train's operation level is the autonomous perception backup operation ABL level and the ground equipment communicates with the train signal system through at least one of the main channel and the backup channel, and controls the train to perform various obstacle protection in the operating section according to the updated perception MA, thereby improving the automation, intelligence and reliability of the train signal system, and thereby improving the efficiency and safety of the train's section protection.

[0064] Furthermore, the perception MA of different train routes is fused according to the signal type corresponding to the open shortcut of the train and the first perception MA to obtain the second perception MA, including: when the signal corresponding to the open shortcut of the train is a virtual signal, the route with the virtual signal as the starting signal of the route is spliced ​​with the route of the train running according to the first perception MA to obtain a new route; when the position of the train is determined to be valid, the control area of ​​the ground equipment confirms that the reverse route mark of the train is invalid, the safe position of the train is within the main line or test line, the main channel is interrupted and the backup channel communication is normal, or the area where the train is located confirms a temporary speed limit for the entire station, the second perception MA is calculated according to the new route.

[0065] It should be noted that when the recorded ABL preceding vehicle identification point passes a certain distance beyond the open main signal ahead, it will then operate according to perception MA1; if the identified signal is not in the sequence of permitted resources, perception MA cannot pass perception MA2 regardless of the state of the signal.

[0066] In this embodiment, when driving with ABL level identification signals, when the terminal signal of an open route is identified as a virtual signal, the route with the virtual signal as the starting signal of the route is spliced ​​as a new route to calculate the perception MA, thereby realizing the fusion of perception MAs of different train routes and obtaining the corresponding second perception MA.

[0067] Specifically, the regional controller ZC determines at least one of the following situations: when the train position is valid, the ground equipment RC / CI control area where the maximum safe front end and minimum safe rear end of the train are located reports that the "reverse route mark is not valid", the train safety position is within the main line or test line, the "station-wide temporary speed limit confirmation mark" in the area where the maximum safe front end and minimum safe rear end of the train are located is confirmed, or the main channel is interrupted and the backup channel communication is normal, the corresponding second perception MA is calculated according to the new route.

[0068] The train section protection method based on autonomous perception backup operation level provided in an embodiment of the present invention can update the current route by splicing the route with the virtual signal as the route starting signal and the route in which the train runs according to the first perception MA when the signal corresponding to the open shortcut of the train is a virtual signal, thereby calculating a more accurate perception MA and further improving the driving efficiency and safety of ABL trains.

[0069] Furthermore, the third perception MA is updated according to the validity of the hazard source information to obtain the fourth perception MA, including: when the hazard source information includes available resources, the validity of the available resources is checked to obtain a test result; according to the test result, the third perception MA is shortened or invalidated to obtain the fourth perception MA; wherein, the available resources are determined by the following steps: the resource range is determined according to the logical section where the rear of the train is located, the logical section of the terminal of the route where the head of the train is located, the target route and all protection sections of the target route; wherein, the target route is the route that is nearly locked and open in front of the route where the head of the train is located; the route within the resource range overlaps with the train position determined based on the backup channel, and the logical section information within the resource range is determined to be available resources.

[0070] In this embodiment, when the train can obtain the available resources sent by the ground equipment from the main channel or the backup channel, it is also necessary to verify the validity of the available resources; the validation of the available resource validity in different scenarios includes: (1) When the train is degraded from non-zero speed to zero speed, it is necessary to use the resources before the degrade to stop. The validity of the resources is not checked during the emergency braking of the train. After the train is emergency braked to zero speed, the validity of the ground resources is checked every cycle, and the backup resource calculation end point and MA2 are shortened to calculate the final MA end point.

[0071] (2) When the RM train is upgraded to ABL, if there is communication with the ground RC / CI, the RC / CI replies that the status of the signal ahead is point-type permission; when the backup lock resource end point is valid, the MA1 calculation is sensed to be valid and the output allows the upgrade to ABL; if there is no communication with the ground RC, it cannot be upgraded from RM mode to ABL level.

[0072] (3) When the section is downgraded, the resource end point is not protected by the signal. For ABL with communication, the RC / CI information can be used to query whether the resources ahead are available. When VBTC is downgraded, the nearest main signal position ahead is directly used as the resource end point before downgrade, and then the RC / CI information ahead is used to shorten the resource. For ABL trains without communication, after the train is downgraded, the train resource end point will not exceed the resources before the downgrade.

[0073] It should be noted that if the train is degraded in the section, the train resource end is not the front signal of this route. After the train stops at the resource end, the train cannot operate because it cannot obtain the resources ahead. At this time, it can be operated in RM mode.

[0074] In this embodiment, when the train stops accurately and steadily in the reversing logic section and then turns back, since MA1 and MA2 are invalid after the reversal, the resource end point calculated by the backup resource is required to be used as the perception MA for maintaining the ABL level after the reversal; in addition, when the perception MA1 and MA2 are invalid, even if the RC sending resources are valid, the final perception MA is set to invalid.

[0075] The method for protecting train sections based on autonomous perception and backup operation level provided in an embodiment of the present invention verifies the validity of available resources when the hazard source information includes available resources, and shortens the calculation or makes an invalid judgment on the third perception MA according to the test result to obtain the fourth perception MA. The current perception MA is updated again with the available resources provided to the ABL-level train by ground equipment, thereby further improving the accuracy of the current perception MA and thereby improving the driving safety of the ABL train.

[0076] Furthermore, the ABL levels include ABL-FAM mode for fully automatic train driving, ABL-CAM mode for fully automatic train driving based on on-board active perception, ABL-AM mode for manned ATO control based on on-board active perception, and ABL-CM mode for manned driving based on on-board active perception; the train's operating level is the autonomous perception operation backup operation level, which is determined as follows: when the main channel fails, the ground equipment fails, the train has not completed the screening, or the on-board ATP cannot calculate the movement authorization, the train's operating level is determined to be the ABL level; or, the ABL-FAM mode, ABL-AM mode or ABL-CM mode is set through the train's man-machine interface display MMI; the train signal system is used to maintain communication with the ground equipment through the backup channel in the ABL-FAM mode, ABL-CAM mode, ABL-AM mode or ABL-CM mode.

[0077] In this embodiment, the ABL level corresponds to four train driving modes: ABL-FAM, ABL-CAM, ABL-AM and ABL-CM, which are described as follows: (1) ABL-FAM mode: This mode is the highest operating mode that can be maintained based on the perceived backup operation. In this mode, the train needs to maintain primary channel communication / backup channel communication with the interlocking system, and the system protects the train operation through the hazardous source information obtained.

[0078] (2) ABL_CAM mode: The system protects train operation by obtaining hazardous source information.

[0079] (3) ABL_AM mode: The system protects train operation by obtaining hazardous source information.

[0080] (4) ABL_CM mode: The system and the driver jointly protect the train operation.

[0081] In this embodiment, for CBTC-FAM / CAM mode trains, after the train-ground communication is interrupted, a pop-up window appears on the train center dispatching interface to prompt whether the train is authorized to enter ABL level operation. If authorized, the train continues to operate in ABL-FAM / CAM mode.

[0082] In this embodiment, for non-fully automatic mode trains, the "Confirmation Information Display" area on the MMI prompts the operator to confirm entering the ABL level. After pressing the confirmation button, the train enters the ABL-CM mode. After meeting the AM upgrade conditions, the AM confirmation indicator light flashes. After pressing, it runs in CBTC / ABL-AM mode.

[0083] In this embodiment, a train that enters the ABL due to failure of the mobile authorization MA in the route can run to the end of the route according to the hazard source information, perception MA, resource effectiveness and obstacle protection in the above steps. When VOBC receives the report from the backup channel RC that the status of the front signal is open, similar to the traditional point level, the train can enter the inner side of the route with the open signal, continue to check the above information and finally run forward.

[0084] Figure 2 is a schematic diagram of the backup channel data flow provided by the present invention. Figure 2 In the embodiment shown, when the train is running with backup sensing, in order to ensure the safe operation of the ABL_FAM / AM train to the next station, when the on-board and ground equipment use the backup channel for communication, the backup wireless communication establishes a continuous communication channel between the train and the ground equipment, and uses independent wireless channels such as PIS; wherein the backup channel data stream includes the on-site real vehicle data stream, the indoor real vehicle data stream and the indoor simulated vehicle data stream; specifically, the on-site real vehicle data stream includes: the recording board software on the on-board equipment adds a channel to connect to the external network, which is connected to the on-board workgroup bridge WGB through the on-board PIS network, the on-board workgroup bridge WGB and the workgroup bridge WGB corresponding to the ground equipment realize data interaction through wireless communication, the workgroup bridge WGB corresponding to the ground equipment is connected to the backup channel gateway through the ground PIS network, and then the ATS network where the backup channel gateway is located is used to transparently transmit the interactive data with the RC device (or CI and ZC device) and the ATS device, so as to achieve the purpose of backup communication; the indoor real vehicle data stream includes: the on-board recording board communicates with the RC device (or CI and ZC device) through the vlan (Virtual Local Area The backup communication between the on-board switch and the on-board switch is carried out through the large system switch; the data flow of the indoor simulation car includes: the backup communication network card of ATP communicates with the large system switch through VLAN, and the large system switch communicates with the ATS interface machine through VLAN.

[0085] Figure 3 is a schematic diagram of the structure of the vehicle-to-ground communication architecture provided by the present invention. Figure 3 In the embodiment shown, the main channel of the signal vehicle-to-ground communication is the LTE vehicle-to-ground communication system built by the signal system, and the backup channel is the vehicle-to-ground WLAN communication system professionally provided by PIS; the switching mechanism between the main channel and the backup channel is as follows Figure 3 As shown, according to the principle of a single device, the main communication data takes priority, and in the event of a main communication failure, the backup channel is used for vehicle-ground data interaction; specifically, the backup channel gateway exchanges data with the computer interlocking system CI and the signal gateway computer through the ATS network, the VOBC system exchanges data with the signal gateway computer through the ATC network main channel, and exchanges data with the backup channel gateway through the PIS network.

[0086] In this embodiment, data is exchanged between VOBC, ATS, and ground equipment (RC\CI\ZC) in the following ways: (1) The VOBC periodically sends interlocking information to the backup channel gateway, which then transfers it to the ATS network and transparently transmits it to the corresponding interlocking; (2) The information sent to the backup channel gateway during the interlocking period is then transferred to the PIS network and transparently transmitted to the corresponding VOBC after the backup channel gateway removes redundancy. (3) The VOBC periodically sends the train status information frame to the backup channel gateway of the ATS. The backup channel is transferred to the ATS network and transparently transmitted to the signal gateway. The signal gateway host determines whether to use the backup channel information (when the signal gateway host determines that the communication between the main channel and the VOBC is interrupted, the signal gateway host will transfer the train information received from the backup channel to the ATS); (4) The signal gateway periodically receives the VOBC control command group package from the ATS station extension and sends it to the VOBC and backup channel gateway. The backup channel gateway removes redundancy and transparently transmits it to the corresponding train; (5) When the signal gateway receives a remote manual command or emergency braking command from the application server, it packages it and sends it to the VOBC and backup channel gateway, which then transparently transmits it to the corresponding train.

[0087] Figure 4 This is one of the data interaction diagrams between VOBC, ATS and ground equipment provided by the present invention. Figure 4In the illustrated embodiment, data is exchanged between the vobc, the backup channel, the gateway computer and the station extension in the following manner: the vobc periodically sends a train information frame to the backup channel (period 1s), the backup channel determines the target device in the packet header information, and sends the train information frame to the gateway computer according to the target device, the gateway computer determines whether the main channel is interrupted, and if the main channel is interrupted, the train information frame is converted into the station extension; after receiving the train information frame, the station extension sends a control command frame to the gateway computer (period 1s), the gateway computer uses the external interface of the backup channel to convert the control command frame into a train control command, and forwards the train control command to the vobc according to the destination device in the packet header.

[0088] Figure 5 This is the second schematic diagram of data interaction between VOBC, ATS and ground equipment provided by the present invention. Figure 5 In the illustrated embodiment, data interaction is performed between the user end (User), the dispatching workstation, the application server, the gateway computer, the backup channel gateway and the vobc in the following manner: the User sends a manual operation remote command to the gateway computer through the dispatching workstation and the application server, the gateway computer packages the manual operation remote command according to the backup channel and the vobc interface, obtains a packet header, and sends the packet header to the corresponding vobc through the backup channel gateway; the vobc takes an emergency braking response according to the packet header, and feeds back the emergency braking response to the gateway computer through the backup channel gateway, the gateway computer converts the emergency braking response into internal information and sends it to the application server, the application server controls the dispatching workstation to process the response information according to the internal information, obtains a response result, and sends the response result to the User for display.

[0089] Figure 6 This is the third schematic diagram of data interaction between VOBC, ATS and ground equipment provided by the present invention. Figure 6 In the illustrated embodiment, data is exchanged between vobc, the backup channel gateway and CI in the following manner: vobc periodically sends RC status information frames to the backup channel (period 200ms), the backup channel determines the destination in the packet header information, and sends the RC status information frames to CI according to the destination, CI feeds back RC control information frames (period 300ms) to the backup channel gateway, the backup channel gateway removes the redundant information of the dual networks, determines the destination of the packet header, and then sends the RC control information frames to vobc.

[0090] In this embodiment, if the train-to-ground ATC network communication fails during train operation, the backup communication can be seamlessly switched, the train will not be downgraded urgently, no manual intervention is required, and no major impact will be caused during the entire operation.

[0091] The method for protecting train sections based on autonomous perception of backup operation levels provided in an embodiment of the present invention provides CBTC-FAM / CAM mode trains and non-fully automatic mode trains with ABL level entry modes respectively. Without relying on the ATC network, it can operate in CM\AM\CAM\FAM through backup communication, making the operation process more flexible and the fault handling capability of the entire signal system higher.

[0092] Further, the method also includes: when the factors causing the ABL level to be generated include the train's operating level being downgraded from CBTC-FAM mode or CBTC-CAM mode to ABL-FAM mode or ABL-CAM mode, receiving a first instruction from the user; in response to the first instruction, adjusting the train's operating level to ABL-CM mode or ABL-RM mode; or, when the factors causing the ABL level to be generated include the train's operating level being downgraded from CBTC-FAM mode or CBTC-CAM mode to ABL-FAM mode or ABL-CAM mode, receiving a second instruction from the user; in response to the second instruction, operating the train's traction brake and direction handle to zero position, and turning off the key to wait for new movement authorization.

[0093] In this embodiment, the ABL operation level is a backup operation level of the signal system, and the ABL level operation is not sampled when the CBTC operation level is available.

[0094] In this embodiment, when the CBTC-FAM / CAM train section is downgraded to ABL-FAM / CAM mode due to a fault and automatically runs to the platform, it prompts to turn on the key and wait for the driver to get on the train for processing. At this time, the technician needs to open the door and platform door through the first instruction, and then get on the train to downgrade the train to ABL-CM or RM mode; if the train needs to continue in ABL-FAM / CAM mode, the technician needs to use the second instruction to pull the brake and direction handle to zero position, turn off the key, and the center will get off to authorize the start of the train; when the train runs to the next station, it will continue to prompt to turn on the key and wait for the driver to get on the train for processing. Therefore, when the ABL-FAM / CAM mode runs to the first platform, the driver will get on the train for processing, and then run in ABL-AM, ABL-CM or RM mode.

[0095] In this embodiment, when the train is running at the ABL-CM level, after the interlocking device fails and restarts, it is necessary to confirm that the train route information is correct and there is no hostile risk before the train can be moved.

[0096] In this embodiment, the central dispatcher or driver needs to pay attention to abnormal conditions on the line where the ABL train is running at any time. If there is an equipment abnormality or line fault in front of the train, the train must be immediately stopped by remote / local emergency braking. The train can only be moved after the central dispatcher confirms that the fault has been restored. The specific conditions are as follows: (1) ABL-class trains run to the front of the signal with the signal in an open state. When a sudden change in the light position occurs in the signal recognition blind spot, no effective protective measures can be taken due to the sudden change; (2) ABL-level trains do not support functions such as sleep, wake-up, train turn-back, remote door opening and closing, skipping, passenger clearance, stop time management, and departure reminder; (3) ABL-level trains do not support linkage scenarios caused by external professional failures such as section fires, station fires, and section floods; (4) ABL-level trains monitor vehicle-related equipment through vehicle interfaces and only send alarms to the center. When obstacles / derailment or abnormal status of escape doors / passenger doors are detected, protection zones cannot be established, and protection zones established by other trains ahead cannot be identified.

[0097] In this embodiment, when the regional controller ZC and the subway signal system RRU and other equipment fail, resulting in multiple CBTC-FAM trains applying to enter the ABL level due to the unavailability of the main channel information, the following processing can be adopted: (1) Due to the inconsistency of the position and speed information of multiple trains, the order of emergency braking and stopping of trains is also different. According to the order in which the trains stop steadily, the central ATS is requested to enter the ABL level, and the ATS workstation pops up prompts in sequence; (2) The dispatcher can click on the application dialog box of the corresponding train to authorize entry into the ABL level according to operational needs; (3) If you need to confirm whether the train information is met, you can first click on the Cancel dialog box. After verifying the train conditions, right-click on the train window to issue the ABL level authorization command.

[0098] The method for train section protection based on autonomous perception of backup operating level provided in an embodiment of the present invention adjusts the operating level of the train to ABL-CM mode or ABL-RM mode through the user's first instruction; or, through the user's second instruction, operates the train's traction brake and direction handle to zero position, and turns off the key to wait for new movement authorization, thereby improving the train's exception handling capability during section protection, and thereby improving the safety of train operation.

[0099] Furthermore, the hazard source information includes the resource status of the logical section where the train is located, the status of the approach that is close to being opened ahead of the train, the status of the switches in the control area where the train is located, the section blocking status, the anti-flooding door status, the emergency stop button status, the SPKS status, the platform door status, the speed limit status within the resource range, the rain and snow mode status, the regional / full line emergency braking status, the status of the signal ahead, the position information of the preceding vehicle, the reverse approach sign where the train is located, and at least one of the ITE cut-off signs.

[0100] In this embodiment, the ground equipment (RC / CI) needs to periodically send hazard source information to the vehicle. The specific sending principles are as follows: (1) Principles for calculating the resource range: all logical sections between the logical section at the rear of the train and the logical section at the end of the approach where the head of the train is located, plus the approach in front of the head of the train that is nearly locked and open (the approach level is backup and not a reverse approach) and the protection section of the approach within this range (consistent and continuous in direction). If the approach where the head of the train is located is not locked, then the resource range is all logical sections between the rear of the train and the head of the train (if the resource range has an approach locked, the protection section also belongs to the resource range).

[0101] It should be noted that if the train head is in the return route, the route information will not be queried forward, but the information of the return route will be queried. If the return route is open, the return route will also be calculated in the resource range. If the open route in front belongs to the adjacent interlocking, it will be calculated as a resource only when the first section outside the route belongs to this interlocking. At this time, if the route belongs to the adjacent control area, the protection section of the route is not in the resource range; if the route where the train body is located has a reverse route, the open route in front is not calculated in the resource range, and a reverse route sign is sent to the train.

[0102] (2) Resource availability calculation principle: If the route within the resource range overlaps with the train position of the train backup channel information, the available logical section information is sent; otherwise, the open route information, resource availability information, and protection section availability information flag are sent using the results of the logical section interlocking condition check and the protection section interlocking condition check.

[0103] In this embodiment, the RC / CI system sends to the on-board subsystem all the switches within the control area and the switches within the transmission range of the adjacent control area; it also sends to the on-board subsystem emergency closure and screen door information within the resource range, activated SPKS information of the control area and the adjacent control area that intersect with the control area, speed limit information within the resource range, return logic section information within the resource range (the logic section included in the last physical section of the return route), rain and snow mode information, section rain and snow mode information, full-line emergency braking information, full-line temporary speed limit information, signal status calculation principles and leading vehicle position calculation principles.

[0104] Specifically, when the RC / CI system sends speed limit information within the resource range to the vehicle-mounted subsystem, if the last approach has no protected section and the last section is a parking area and the exit section is a non-branch section, it is also calculated in the section speed limit information. The speed limit information includes temporary speed limit information, which is calculated as the lowest speed limit value in the physical section to which the section belongs. In particular, if the section is manually blocked or contains regional emergency braking, the speed limit value is 0. (The RC / CI system sends the speed limit information of the axle counting section of the physical section that meets the topological relationship. If all axle counting sections in the physical section do not meet the topological relationship, the speed limit information of all axle counting sections associated with the physical section is sent).

[0105] Specifically, the signal status calculation principle is as follows: Default values ​​of signal status: (1) The signal does not match the route (2) The signal ID sent by the train is 0 (3) All routes starting from this signal have not been processed or have been locked but not yet opened after processing (4) The route level is CBTC (the route supervision level is determined according to the signal at the beginning of the route, so as long as there is a route supervision level that is not backup, it will return to the default) (5) The open route is the reverse route (6) Partial route (7) Guide route.

[0106] Signal machine permission signal: after the route is processed, the signal is open and the route supervision level is backup; Signal prohibition signal (normal closure): the signal is closed due to the normal entry of the train after the route is opened (this function is not used for automatic passing route); prohibition signal (abnormal closure): the signal is abnormally closed after the route is opened (including total release and total cancellation).

[0107] Specifically, the principle of calculating the position of the preceding vehicle is as follows: (1) When the communication between RCoCI and the train's main channel is normal, RCoCI will feedback to the train that the position of the preceding vehicle in both the main channel and the standby channel uses the preceding vehicle ID queried by the main channel; (2) When the RCoCI and the train communicate normally only through the backup channel, the RCoCI will feedback the preceding vehicle position of the backup channel to the train and use the preceding vehicle ID queried through the backup channel; (3) When the queried train ID is invalid, the default value is fed back to the train; (4) When the main channel position of the queried train is valid, the main channel position of the train ahead is fed back to the train (the default value is fed back when the NVRAM flag is valid); (5) When the queried train backup channel position is valid (the main channel is invalid), the backup channel position of the train ahead is fed back to the train (the default value is fed back when the NVRAM flag is valid); (6) When only the ITE position of the train being queried is valid, if ITE end 1 is valid, the position of end 1 is used; otherwise, the position of end 2 is used to feedback the ITE position of the train ahead to the train.

[0108] The following is a description of the train section protection system based on autonomous perception of backup operation level provided by the present invention. The train section protection system based on autonomous perception of backup operation level described below and the train section protection method based on autonomous perception of backup operation level described above can be referenced to each other.

[0109] Figure 7 Schematic diagram of the structure of the train section protection system based on autonomous sensing backup operation level provided by the present invention. Figure 7 As shown, the system includes: a receiving module 710, a calculating module 720 and a protection module 730.

[0110] The receiving module 710 is used to receive the danger source information and signal machine status information sent by the ground equipment when the train operation level is the autonomous sensing backup operation ABL level; the ground equipment communicates with the train signal system through at least one of the main channel and the backup channel; The calculation module 720 is used to calculate the first perception movement authorization MA of the train according to the signal state information and the generation factor of the ABL level; perform perception MA fusion of different train approaches according to the signal type corresponding to the open shortcut of the train and the first perception MA to obtain the second perception MA; extend the second perception MA according to different precise parking scenarios to obtain the third perception MA; update the third perception MA according to the validity of the hazard source information to obtain the fourth perception MA; wherein the generation factor of the ABL level includes that the train reaches the ABL level through upgrading or downgrading; the different precise parking scenarios include at least one of the switch section outside the parking area and the straight track physical section outside the station; The protection module 730 is used to control the train to perform target obstacle protection in the operating section according to the fourth perception MA; the target obstacle protection includes: at least one of MA validity check, turnout protection, screen door PSD protection, ESB protection, SPKS protection, section speed limit protection, anti-flooding door protection, front signal status protection and leading vehicle position protection.

[0111] The train section protection system based on autonomous perception backup operation level provided by the embodiment of the present invention updates the perception MA of the train's travel route according to the signal machine status information, the factors causing the ABL level, the signal machine type corresponding to the open shortcut, different precise parking scenarios and the validity of the hazard source information when the train's operating level is the autonomous perception backup operation ABL level and the ground equipment communicates with the train signal system through at least one of the main channel and the backup channel, and controls the train to perform various obstacle protection in the operating section according to the updated perception MA, thereby improving the automation, intelligence and reliability of the train signal system, and further improving the efficiency and safety of the train's section protection.

[0112] Figure 8 is a schematic diagram of the structure of the electronic device provided by the present invention, such as Figure 8 As shown, the electronic device may include: a processor 810, a communications interface 820, a memory 830 and a communication bus 840, wherein the processor 810, the communications interface 820 and the memory 830 communicate with each other through the communication bus 840. The processor 810 may call the logic instructions in the memory 830 to execute the autonomous perception backup operation level train section protection method, which is applied to the train signal system. The method includes: when the train operation level is the autonomous perception backup operation ABL level, receiving the hazard source information and signal machine status information sent by the ground equipment; the ground equipment communicates with the train signal system through at least one of the main channel and the backup channel; calculating the first perception movement authorization MA of the train according to the signal machine status information and the generation factor of the ABL level; performing perception MA fusion of different train routes according to the signal machine type corresponding to the open shortcut of the train and the first perception MA to obtain the second perception MA; according to different precision The parking scenario extends the second perception MA to obtain the third perception MA; the third perception MA is updated according to the validity of the hazard source information to obtain the fourth perception MA; wherein, the factors causing the ABL level include the train reaching the ABL level through upgrading or downgrading; different precise parking scenarios include at least one of the switch section outside the parking area and the straight track physical section outside the station; the train is controlled to perform target obstacle protection in the operating section according to the fourth perception MA; target obstacle protection includes: at least one of MA validity check, switch protection, screen door PSD protection, ESB protection, SPKS protection, section speed limit protection, anti-flooding door protection, front signal status protection and leading vehicle position protection.

[0113] In addition, the logic instructions in the above-mentioned memory 830 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on this understanding, the technical solution of the present invention is essentially 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, and the computer software product is stored in a storage medium, including a number of instructions to enable 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.

[0114] On the other hand, the present invention also provides a computer program product, which includes a computer program. The computer program can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the autonomous perception backup operation level train section protection method provided by the above methods, which is applied to a train signal system. The method includes: when the operation level of the train is the autonomous perception backup operation ABL level, receiving the hazard source information and signal machine status information sent by the ground equipment; the ground equipment communicates with the train signal system through at least one of the main channel and the backup channel; calculating the first perception movement authorization MA of the train according to the signal machine status information and the generation factors of the ABL level; calculating the first perception movement authorization MA of the train according to the signal machine type corresponding to the open shortcut of the train and the first perception MA A performs perception MA fusion of different train approaches to obtain a second perception MA; extends the second perception MA according to different precise parking scenarios to obtain a third perception MA; updates the third perception MA according to the validity of the hazard source information to obtain a fourth perception MA; wherein, factors causing the ABL level include the train reaching the ABL level through upgrading or downgrading; different precise parking scenarios include at least one of a switch section outside the parking area and a straight track physical section outside the station; controls the train to perform target obstacle protection in the operating section according to the fourth perception MA; target obstacle protection includes at least one of: MA validity check, switch protection, screen door PSD protection, ESB protection, SPKS protection, section speed limit protection, anti-flooding door protection, front signal status protection and leading vehicle position protection.

[0115] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to execute the autonomous perception backup operation level train section protection method provided by the above-mentioned methods, and is applied to a train signal system. The method includes: when the train operation level is the autonomous perception backup operation ABL level, receiving hazard source information and signal machine status information sent by ground equipment; the ground equipment communicates with the train signal system through at least one of the main channel and the backup channel; calculating the first perception movement authorization MA of the train according to the signal machine status information and the generation factors of the ABL level; and performing perception MA integration of different train approaches according to the signal machine type corresponding to the open shortcut of the train and the first perception MA. The second perception MA is obtained by extending the second perception MA according to different precise parking scenarios to obtain the third perception MA; the third perception MA is updated according to the validity of the hazard source information to obtain the fourth perception MA; wherein, the factors causing the ABL level include the train reaching the ABL level through upgrading or downgrading; the different precise parking scenarios include at least one of the switch section outside the parking area and the straight track physical section outside the station; the train is controlled to perform target obstacle protection in the operating section according to the fourth perception MA; the target obstacle protection includes at least one of: MA validity check, switch protection, screen door PSD protection, ESB protection, SPKS protection, section speed limit protection, anti-flooding door protection, front signal status protection and leading vehicle position protection.

[0116] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0117] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0118] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train section protection method based on autonomous perception of backup operation level, applied to train signal system, characterized in that: include: When the train's operation level is the autonomous sensing backup operation ABL level, it receives the danger source information and signal status information sent by the ground equipment; The ground equipment communicates with the train signal system through at least one of a main channel and a backup channel; The first perception movement authorization MA of the train is calculated according to the signal state information and the generation factor of the ABL level; the perception MAs of different train routes are integrated according to the signal type corresponding to the open shortcut of the train and the first perception MA to obtain the second perception MA; the second perception MA is extended according to different precise parking scenarios to obtain the third perception MA; the third perception MA is updated according to the validity of the hazard source information to obtain the fourth perception MA; wherein the generation factor of the ABL level includes that the train reaches the ABL level through upgrading or downgrading; the different precise parking scenarios include at least one of the switch section outside the parking area and the straight track physical section outside the station; According to the fourth perception MA, the train is controlled to perform target obstacle protection in the operating section; the target obstacle protection includes: at least one of: MA validity check, turnout protection, screen door PSD protection, ESB protection, SPKS protection, section speed limit protection, anti-flooding door protection, front signal status protection and leading vehicle position protection.

2. The train section protection method based on autonomous perception of backup operation level according to claim 1 is characterized in that: The fusing of perception MAs of different train routes according to the signal type corresponding to the open shortcut of the train and the first perception MA to obtain the second perception MA includes: In the case where the signal corresponding to the open shortcut of the train is a virtual signal, a route with the virtual signal as the route start signal is spliced ​​with the route of the train running according to the first sensing MA to obtain a new route; When the position of the train is determined to be valid, the control area of ​​the ground equipment confirms that the reverse route mark of the train is invalid, the safe position of the train is within the main line or test line, the main channel is interrupted and the backup channel communication is normal, or the area where the train is located confirms a temporary speed limit for the entire station, the second perception MA is calculated according to the new route.

3. The train section protection method based on autonomous perception of backup operation level according to claim 1 is characterized in that: The updating of the third perception MA according to the validity of the danger source information to obtain the fourth perception MA includes: In the case where the hazard source information includes available resources, performing validity inspection on the available resources to obtain inspection results; According to the test result, the third perception MA is shortened or invalidated to obtain the fourth perception MA; The available resources are determined by the following steps: The resource range is determined according to the logical section where the rear of the train is located, the logical section at the terminal of the route where the head of the train is located, the target route and all the protection sections of the target route; wherein the target route is the route that is close to being locked and opened in front of the route where the head of the train is located; There is an overlap between the route within the resource range and the train position determined based on the backup channel, and the logical section information within the resource range is determined to be the available resource.

4. The train section protection method based on autonomous perception of backup operation level according to claim 1 is characterized in that: The ABL levels include ABL-FAM mode for fully automatic train driving, ABL-CAM mode for fully automatic train driving based on onboard active perception, ABL-AM mode for manned ATO control based on onboard active perception, and ABL-CM mode for manned driving based on onboard active perception. The operation level of the train is the autonomous sensing operation and the backup operation level is determined by the following method: In the case that the main channel fails, the ground equipment fails, the train has not completed screening, or the onboard ATP cannot calculate the movement authorization, determining that the operation level of the train is the ABL level; Alternatively, the ABL-FAM mode, the ABL-AM mode or the ABL-CM mode is set through the man-machine interface display MMI of the train; The train signal system is used to maintain communication with the ground equipment through a backup channel in the ABL-FAM mode, the ABL-CAM mode, the ABL-AM mode or the ABL-CM mode.

5. The train section protection method based on autonomous perception of backup operation level according to claim 1 is characterized in that: The method further comprises: In the case where the generation factor of the ABL level includes the operation level of the train being downgraded from the CBTC-FAM mode or the CBTC-CAM mode to the ABL-FAM mode or the ABL-CAM mode, receiving a first instruction from a user; In response to the first instruction, adjusting the operation level of the train to ABL-CM mode or ABL-RM mode; Alternatively, when the generation factor of the ABL level includes the downgrading of the operation level of the train from the CBTC-FAM mode or the CBTC-CAM mode to the ABL-FAM mode or the ABL-CAM mode, receiving a second instruction from the user; In response to the second instruction, the traction brake and direction handle of the train are operated to the zero position, and the key is turned off to wait for a new movement authorization.

6. The train section protection method based on autonomous sensing backup operation level according to claim 1 is characterized in that: The hazard source information includes the resource status of the logical section where the train is located, the status of the route ahead of the train that is close to being open, the switch status of the control area where the train is located, the section blocking status, the anti-flooding door status, the emergency stop button status, the SPKS status, the platform door status, the speed limit status within the resource range, the rain and snow mode status, the regional / full line emergency braking status, the status of the signal ahead, the position information of the preceding vehicle, the reverse route sign of the train and at least one of the ITE cut-off sign.

7. A train section protection system based on autonomous sensing backup operation level, characterized in that: include: A receiving module is used to receive the danger source information and signal machine status information sent by the ground equipment when the train operation level is the autonomous sensing backup operation ABL level; The ground equipment communicates with the train signal system through at least one of a main channel and a backup channel; A calculation module is used to calculate the first perception movement authorization MA of the train according to the signal state information and the generation factor of the ABL level; to fuse the perception MAs of different train routes according to the signal type corresponding to the open shortcut of the train and the first perception MA to obtain a second perception MA; to extend the second perception MA according to different precise parking scenarios to obtain a third perception MA; to update the third perception MA according to the validity of the hazard source information to obtain a fourth perception MA; wherein the generation factor of the ABL level includes that the train reaches the ABL level through upgrading or downgrading; the different precise parking scenarios include at least one of a turnout section outside the parking area and a straight track physical section outside the station; A protection module is used to control the train to perform target obstacle protection in the operating section according to the fourth perception MA; the target obstacle protection includes: at least one of: MA validity check, turnout protection, screen door PSD protection, ESB protection, SPKS protection, section speed limit protection, anti-flooding door protection, front signal status protection and leading vehicle position protection.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the method for protecting a train section based on autonomous perception of a backup operation level as described in any one of claims 1 to 6 is implemented.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method for protecting a train section based on autonomous perception of a backup operation level as described in any one of claims 1 to 6 is implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the method for protecting a train section based on autonomous perception of a backup operation level as described in any one of claims 1 to 6 is implemented.

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