A mixed running method, system, medium and equipment for trains of different standards

Abstract

The present application provides a method, system, medium and equipment for mixed operation of trains of different standards, the method comprising: if a cross-line operation request of a train originating from a different standard line is detected, determining the train operation standard corresponding to the cross-line operation request of the train, and the standard type of the current standard line; if the standard type of the current standard line matches the train operation standard corresponding to the cross-line operation request of the train, when the train passes through the co-management area, switching the train to the standard type of the current standard line, and maintaining communication interaction with the train to take over the train; if the standard type of the current standard line does not match the train operation standard corresponding to the cross-line operation request of the train, keeping the train operation standard unchanged, and applying the line ground system and on-board system corresponding to the standard type of the current standard line in the co-management area to manage the train. The present application does not need to be adjusted for the existing standard system, and can realize the through operation of the TACS standard system and the CBTC standard system.

Description

Technical Field

[0001] The present application relates to the field of train operation control, and in particular to a method, system, medium and equipment for mixed operation of trains of different standards. Background Art

[0002] A large number of existing urban rail transit lines have been put into operation using the CBTC (Communication Based Train Control, a train control system based on communication technology) standard train operation control system. The CBTC standard train operation control system is a continuous train automatic control system built by active train positioning technology that does not rely on trackside train occupancy detection equipment, continuous train-ground two-way data communication technology, and on-board and ground processors that can perform safety functions. The CBTC standard train operation control system realizes the operation control of mobile block trains in an economical and effective way, greatly improving the automation, operation efficiency, safety and reliability of train operation control. The TACS (Train Autonomous Circumambulation System, train autonomous operation system) standard train operation control system is centered on the train and has many advantages compared with the CBTC standard train operation control system.

[0003] In the process of designing and promoting the application of the TACS standard train operation control system, it is necessary to consider how to achieve through operation with the CBTC standard train operation control system widely used on existing lines to meet the needs of networked operation.

[0004] Although the TACS train control system has many advantages over the CBTC train control system, if it cannot be operated in conjunction with the CBTC line, it will greatly affect the promotion and application of the TACS system and the operation and management level of the TACS line. Summary of the invention

[0005] The purpose of this application is to provide a method, system, computer-readable storage medium, electronic device and computer program product for mixed running of trains of different standards, which can realize the mixed running of TACS standard trains and CBTC standard trains.

[0006] In order to solve the above technical problems, the present application provides a mixed running method of trains of different standards, wherein a TACS line train can cross the line to enter a CBTC standard monitoring area, and a CBTC line train can cross the line to enter a TACS standard monitoring area, including:

[0007] If a train cross-line operation request originating from a line of different standard is detected, determine the train operation standard corresponding to the train cross-line operation request and the standard type of the current standard line;

[0008] If the standard type of the current standard line matches the train operation standard corresponding to the train cross-line operation request, when the train passes through the co-management area between the CBTC standard monitoring area and the TACS standard monitoring area, the train is switched to the standard type of the current standard line, and communication interaction is maintained with the train to take over the train;

[0009] If the standard type of the current standard line does not match the train operation standard corresponding to the cross-line operation request of the train, the train operation standard of the train is kept unchanged, and the line ground system and on-board system corresponding to the standard type of the current standard line are applied in the co-managed area to manage the train.

[0010] Optionally, if the current standard line is TACS standard, the train is a CBTC line train, and the train cross-line operation request is the CBTC line train entering the TACS standard monitoring area, it also includes:

[0011] Determining a first operation control level of the CBTC line train;

[0012] Determine the second operation control level of each TACS line train in the TACS standard monitoring area;

[0013] The line resource allocation logic and movement authorization of the CBTC line train are determined according to the first operation control level and the second operation control level.

[0014] Optionally, the first operation control level includes a main control level, a point control level and an interlocking control level; the second operation control level includes the main control level, the autonomous sensing operation control level, the point control level and the interlocking control level;

[0015] The master control level is used by the train automatic monitoring system to automatically trigger the route for the train according to the train operation plan and the real-time position of the train; the point control level is used to realize point-to-point automatic train protection between signal lights by combining the trackside point communication equipment and the train automatic protection system when the communication equipment or the train automatic protection system fails; the interlocking control level is to realize the safety of the train route only by the interlocking equipment.

[0016] Optionally, if the CBTC line train and the TACS line train in the TACS standard monitoring area are both at the master control level and run together in the TACS standard monitoring area, determining the line resource allocation logic and movement authorization of the CBTC line train according to the first operation control level and the second operation control level includes:

[0017] If the TACS line train tracks the CBTC line train, the second train automatic monitoring system of the TACS standard monitoring area first triggers the route according to the first train position and the first train operation plan of the CBTC line train, and the second target controller system of the TACS standard monitoring area processes the route for the CBTC line train according to the interlocking control logic and resource management logic, and calculates the first movement authorization for the CBTC line train according to the route processing status information and the preceding vehicle information; after the route processing of the CBTC line train is successful, the route resources are allocated to the CBTC line train;

[0018] Thereafter, the second target controller system allocates line resources according to a second train operation plan of the TACS line train so that the TACS line train calculates a second movement authorization according to the line resources;

[0019] If the CBTC line train tracks the TACS line train, the second target controller system first allocates line resources according to the resource allocation logic according to the second train operation plan of the TACS line train, so that the TACS line train calculates a second movement authorization according to the line resources;

[0020] Afterwards, the second automatic train monitoring system triggers the route according to the first train position and the first train operation plan of the CBTC line train, the second target controller system handles the route for the CBTC line train according to the interlocking control logic and the resource management logic, and the second target controller system matches the route for the CBTC line train according to the route handling situation; after the route matching is successful, the second target controller system synchronously allocates the route resources to the CBTC line train; at this time, if the route resources have been allocated to the TACS line train running in the same direction, the CBTC line train shares the route resources with the TACS line train running in the same direction; the second target controller system calculates the first movement authorization for the CBTC line train; the end point of the first movement authorization is the beginning of the axle counting section retreated from the axle counting section where the rear end of the TACS line train in front is located.

[0021] Optionally, if the CBTC line train is at the master control level, the TACS line train in the TACS standard monitoring area is at the autonomous sensing operation control level, and mixed running is carried out in the TACS standard monitoring area, determining the line resource allocation logic and movement authorization of the CBTC line train according to the first operation control level and the second operation control level includes:

[0022] If the CBTC line train tracks a TACS line train at the master control level, during the tracking process, the TACS line train is downgraded from the master control level to the autonomous sensing operation control level, the second target controller system sets a protection zone for the TACS line train, and the second target controller system arranges the route for the CBTC line train and calculates the first movement authorization; the end point of the first movement authorization is the beginning of the axle counting section retreated from the axle counting section where the rear end of the TACS line train in front is located;

[0023] If the TACS line train tracks the CBTC line train, and during the tracking process the TACS line train is downgraded from the master control level to the autonomous perception operation control level, the second target controller system sets a protection zone according to the second movement authorization information of the TACS line train before the downgrade, and the second target controller system continues to extend the protection zone to the beginning of the front approach according to the operation of the CBTC line train in front; after the CBTC line train runs into the next approach, the protection zone no longer extends forward with the operation of the CBTC line train until the CBTC line train clears the next approach, and the second target controller system extends the protection zone to cover the next approach according to the approach establishment situation.

[0024] Optionally, if the CBTC line train is at the master control level, the TACS line train in the TACS standard monitoring area is at the point control level or the interlocking control level, and mixed running is carried out in the TACS standard monitoring area, determining the line resource allocation logic and movement authorization of the CBTC line train according to the first operation control level and the second operation control level includes:

[0025] If the CBTC line train tracks the TACS line train, after the TACS line train is downgraded to the point control level or the interlocking control level, the second target controller system sets a first protection zone for the TACS line train, and arranges the route for the CBTC line train to calculate a first movement authorization; the end point of the first movement authorization is the beginning of the axle counting section retreated from the axle counting section where the rear end of the TACS line train in front is located;

[0026] If the TACS line train tracks the CBTC line train, after the TACS line train is downgraded to the point control level or the interlocking control level, the second target controller system sets a second protection zone for the TACS line train, and the second target controller system extends the second protection zone to the beginning of the front approach according to the operation of the CBTC line train in front; after the CBTC line train runs into the next approach, the second protection zone no longer extends forward with the operation of the CBTC line train, until the CBTC line train clears the next approach, and the second target controller system extends the second protection zone to cover the next approach according to the route establishment situation.

[0027] Optionally, if the CBTC line train is at the point control level, the TACS line train in the TACS standard monitoring area is at the master control level, and the trains are mixed running in the TACS standard monitoring area, determining the line resource allocation logic and movement authorization of the CBTC line train according to the first operation control level and the second operation control level includes:

[0028] If the CBTC line train tracks the TACS line train, the second target controller system sets a first protection zone for the CBTC line train, and the second target controller system extends the first protection zone to the beginning of the front route according to the operation of the TACS line train in front; after the TACS line train runs into the next route, before the front route of the CBTC line train does not meet the route handling conditions, the protection zone will no longer extend forward with the operation of the TACS line train, until the TACS line train runs to clear the front route, and the protection zone of the CBTC line train extends to cover the next route after meeting the route handling conditions;

[0029] If the TACS line train tracks the CBTC line train, the second target controller system sets a second protection zone for the CBTC line train, the CBTC line train runs according to the route handling situation, the second protection zone is synchronously extended according to the route handling situation, and the TACS line train tracks the second protection zone of the CBTC line train and runs.

[0030] Optionally, if the CBTC line train is at the point control level, the TACS line train in the TACS standard monitoring area is at the autonomous sensing operation control level, and mixed running is carried out in the TACS standard monitoring area, determining the line resource allocation logic and movement authorization of the CBTC line train according to the first operation control level and the second operation control level includes:

[0031] If the CBTC line train tracks the TACS line train, the path ahead of the CBTC line train cannot be extended until the TACS line train clears the path ahead of the CBTC line train;

[0032] If the TACS line train tracks the CBTC line train, the second target controller system creates a first protection zone for the CBTC line train and extends the first protection zone according to the occupancy status of the preceding vehicle and the route handling status; the second target controller system creates a second protection zone for the TACS line train and extends the second protection zone according to the occupancy status of the preceding vehicle and the route handling status; when the CBTC line train is running on the adjacent route in front of the TACS line train, the route triggered by the TACS line train cannot be successfully handled and the second protection zone cannot be extended until the CBTC line train clears the route in front, and the second protection zone is extended according to the route handling status.

[0033] Optionally, if the CBTC line train and the TACS line train in the TACS standard monitoring area are both at the point control level and run together in the TACS standard monitoring area, determining the line resource allocation logic and movement authorization of the CBTC line train according to the first operation control level and the second operation control level includes:

[0034] If the CBTC line train tracks the TACS line train, the second target controller system creates a first protection zone for the CBTC line train and extends the first protection zone according to the train occupancy situation; the second target controller system creates a second protection zone for the TACS line train and extends it according to the situation of the train or route ahead, and the route ahead of the CBTC line train cannot be processed until the TACS line train ahead clears the route ahead;

[0035] If the TACS line train tracks the CBTC line train, the front approach of the TACS line train cannot be processed until the front CBTC line train clears the front approach, and the second protection zone created by the second target controller for the TACS line train can be extended synchronously with the approach processing situation.

[0036] The present application also provides a mixed running system of trains of different standards, wherein a TACS line train can cross the line and enter a CBTC standard monitoring area, and a CBTC line train can cross the line and enter a TACS standard monitoring area, including:

[0037] A request parsing module, for determining the train operation standard corresponding to the train cross-line operation request and the standard type of the current standard line if a train cross-line operation request originating from a different standard line is detected;

[0038] The mixed operation management module is used to switch the train to the standard type of the current standard line if the standard type of the current standard line matches the train operation standard corresponding to the train cross-line operation request, and maintain communication and interaction with the train to take over the train when the train passes through the co-management area between the CBTC standard monitoring area and the TACS standard monitoring area; if the standard type of the current standard line does not match the train operation standard corresponding to the train cross-line operation request, keep the train operation standard unchanged, and apply the line ground system and on-board system corresponding to the standard type of the current standard line in the co-management area to manage the train.

[0039] The present application also provides a computer-readable storage medium having a computer program stored thereon, and the computer program implements the steps of the above-mentioned method when executed by a processor.

[0040] The present application also provides an electronic device, including a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the steps of the above-mentioned method when calling the computer program in the memory.

[0041] The present application also provides a computer program product, comprising a computer program, which implements the steps of the method described above when executed.

[0042] The present application provides a method for mixed running of trains of different standards, wherein TACS line trains can run across lines and enter a CBTC standard monitoring area, and CBTC line trains can run across lines and enter a TACS standard monitoring area, including: if a train cross-line operation request originating from a line with a different standard is detected, determining the train operation standard corresponding to the train cross-line operation request and the standard type of the current standard line; if the standard type of the current standard line matches the train operation standard corresponding to the train cross-line operation request, when the train passes through a co-management area between the CBTC standard monitoring area and the TACS standard monitoring area, switching the train to the standard type of the current standard line, and maintaining communication and interaction with the train to take over the train; if the standard type of the current standard line does not match the train operation standard corresponding to the train cross-line operation request, keeping the train operation standard of the train unchanged, and applying the line ground system and on-board system corresponding to the standard type of the current standard line in the co-management area to manage the train.

[0043] This application sets up a co-management area between the CBTC standard monitoring area and the TACS standard monitoring area. When trains of different standards are mixed, the trains are switched and taken over through the co-management area. There is no need to adjust the existing TACS standard system and CBTC standard system. The through operation of the TACS standard system and the CBTC standard system can be achieved, which has little impact on the operation of existing trains. Only the line network engineering transformation is carried out in the co-management area. The construction difficulty is small and the cost is low, which is conducive to upgrading and transformation, and provides support for the promotion of the TACS standard system.

[0044] The present application also provides a mixed running system for trains of different standards, a computer-readable storage medium, an electronic device and a computer program product, which have the above-mentioned beneficial effects and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0046] Figure 1 A flow chart of a method for mixed running of trains of different standards provided in an embodiment of the present application;

[0047] Figure 2 A schematic diagram of the first mixed running operation of trains of different standards provided in an embodiment of the present application;

[0048] Figure 3 A schematic diagram of the mixed operation of trains of different standards provided in the second embodiment of the present application;

[0049] Figure 4 A schematic diagram of mixed running of trains of different standards provided in the third embodiment of the present application;

[0050] Figure 5 A schematic diagram of mixed running of trains of different standards provided in the fourth embodiment of the present application;

[0051] Figure 6 This is a schematic diagram of the operation of the first mixed running of trains with different control levels provided in an embodiment of the present application;

[0052] Figure 7 This is a schematic diagram of the operation of the second mixed running of trains with different control levels provided in the embodiment of the present application;

[0053] Figure 8 This is a schematic diagram of the operation of mixed running of trains with different control levels provided in the third embodiment of the present application;

[0054] Fig. 9 This is a schematic diagram of the operation of mixed running of trains with different control levels provided in the fourth embodiment of the present application;

[0055] Fig.10 This is a fifth operation schematic diagram of mixed running of trains with different control levels provided in an embodiment of the present application;

[0056] Fig.11 This is a sixth operation schematic diagram of mixed running of trains with different control levels provided in an embodiment of the present application;

[0057] Fig.12 This is a seventh operation schematic diagram of mixed running of trains with different control levels provided in an embodiment of the present application;

[0058] Fig.13 This is a schematic diagram of the eighth mixed running of trains with different control levels provided in an embodiment of the present application;

[0059] Fig.14 This is a ninth operation schematic diagram of mixed running of trains with different control levels provided in an embodiment of the present application;

[0060] Fig.15 This is a schematic diagram of the operation of the tenth mixed running of trains with different control levels provided in an embodiment of the present application;

[0061] Fig.16 This is a schematic diagram of the eleventh mixed operation of trains with different control levels provided in an embodiment of the present application;

[0062] Fig.17 This is a schematic diagram of the twelfth mixed running of trains with different control levels provided in an embodiment of the present application;

[0063] Fig.18 This is a schematic diagram of the operation of the thirteenth mixed running of trains with different control levels provided in the embodiment of the present application;

[0064] Fig.19 This is a schematic diagram of the operation of the fourteenth mixed running of trains with different control levels provided in the embodiment of the present application;

[0065] Fig. 20 A schematic diagram of the structure of a mixed running system of trains of different standards provided in an embodiment of the present application;

[0066] Fig.21 A structural diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0067] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0068] The object information involved in this application, including but not limited to the object device information, object personal information, etc., and data, including but not limited to data used for analysis, stored data, displayed data, etc., are all information and data authorized by the object or fully authorized by all parties, and the collection, use and processing of relevant data must comply with the laws, regulations and standards of relevant countries and regions.

[0069] The following is an explanation of the train-related systems and some terms involved in this application:

[0070] The TACS standard train operation control system was proposed under the background of extensive exploration of the next generation of train operation control systems in the global rail transit industry. Compared with the CBTC standard train operation control system, it has many advantages:

[0071] 1. The system architecture is concise, the information flow is simple, the system response is faster, the control is more precise, the system is safer and more reliable, the train control is closer to the optimal operating curve, and the passenger comfort is improved.

[0072] 2. The system adopts refined line resource management instead of the route management in the CBTC system, which shortens the train running interval and makes the system operation more efficient.

[0073] 3. The system cancels ZC (Zone Controller) and CI (Computer Interlocking) and replaces them with OC (Object Controller). The ground equipment is reduced, the ground logic is transferred to the vehicle-mounted processing, the system debugging and testing cycle is shortened, and the system is more economical.

[0074] 4. The system supports scenarios such as trains turning back at any point and trains running in opposite directions with maximum proximity, making operation organization more flexible.

[0075] The TACS standard train operation control system is mainly composed of the train automatic monitoring system ATS, the target controller system OC, the train automatic operation system ATO, the train automatic protection system ATP, the data communication system DCS and the perception system.

[0076] The automatic train monitoring system is responsible for functions such as train timetable management, train and station status monitoring, and fully automatic operation linkage control.

[0077] The target controller system is responsible for line resource management, downgraded train management, logic processing of mixed running of TACS trains and CBTC trains, monitoring and control of trackside signal equipment, acquisition of trackside signal equipment status and control drive, etc.

[0078] The train automatic operation system is responsible for functions such as automatic train driving and autonomous operation adjustment.

[0079] The automatic train protection system is responsible for functions such as train speed measurement and positioning, autonomous resource management, autonomous route planning, autonomous safety protection, and autonomous operation in the event of a fault.

[0080] The data communication system is responsible for providing ground wired data communication and train-to-ground wireless data communication. In addition to providing continuous train-to-ground wireless communication links, it also provides additional APC (Approach Communication) proximity communication links in specific areas such as line resources and platforms. Approach communication works with on-board perception to achieve a train operation control level based on autonomous perception.

[0081] The perception system is responsible for detecting train occupancy on the track ahead.

[0082] The TACS standard train operation control system mentioned in this application provides three degraded control levels, including: train operation control level based on autonomous perception, point control level and interlocking control level.

[0083] When the train-ground communication fails, the train is downgraded from the main control level to the autonomous perception-based train operation control level (PBTC, Perception Based Train Control).

[0084] When a fault occurs, the train is downgraded and stops immediately. The target controller system establishes an initial protection zone for the train based on the location of the fault point and the movement authorization information fed back by the train at the last moment, and extends the protection zone according to the type and operation status of the preceding train;

[0085] When the train is not connected to the nearby communication link and there is no line resource point ahead, the train performs clearance detection of the track area ahead based on onboard perception, and performs safe path extension and movement authorization calculation based on this;

[0086] When the train is connected to the approaching communication link, the train extends the safe path and mobile authorization based on the protection zone calculated for it by the target controller system and the broadcast resource status information. The train calculates the operating curve based on the mobile authorization information to achieve autonomous operation.

[0087] After the train enters the station and stops, the door can be opened and closed through the proximity communication channel;

[0088] The target controller system applies for resources and extends the protection zone for the train according to the train's operation plan, and unlocks the protection zone according to the occupied / idle status of the axle counting section. When the following train queries the target controller system broadcast list and finds that there is a protection zone ahead, it will track the protection zone as the "front train" and the mobile authorization terminal will retreat to a safe distance from the beginning of the protection zone. The safety path and mobile authorization of the following train cannot extend into the protection zone.

[0089] When the train is in the PBTC operation level, if there is a sudden failure of the on-board sensing equipment or the trackside APC equipment, the train will be downgraded to the point control level. When the line is not equipped with the PBTC operation level, if there is a train-to-ground communication failure, the train will be downgraded to the point control level. After the train is downgraded, it will stop immediately. The target controller system will establish an initial protection zone for the train based on the location of the train fault point and the movement authorization information fed back by the train at the last moment. The protection zone will be extended according to the type and operation status of the preceding vehicle. The target controller system will unlock the protection zone according to the occupied / idle status of the axle counting section. The target controller system will handle the route for the downgraded train and send the route information to the LEU. The LEU will encode the received information and send the encoded information to the active transponder to provide the movement authorization information to the downgraded train. The train will calculate the operation curve based on the movement authorization information to realize automatic operation. When the following train queries the target controller system broadcast list to find out that there is a protection zone ahead, it will regard the protection zone as the "previous train" for tracking operation. The movement authorization terminal will withdraw the safety distance to the beginning of the protection zone. The safety path and movement authorization of the following train cannot extend into the protection zone.

[0090] When the onboard signal system fails, the train is downgraded to the interlocking control level. The downgraded train is manually driven by the driver. The target controller system establishes an initial protection zone for the train based on the fault location of the downgraded train and the movement authorization information fed back by the train at the last moment; the protection zone is extended according to the type and operation status of the preceding train, and the target controller system unlocks the protection zone section by section based on the axle occupancy / idle information; the downgraded train driver communicates with the dispatcher through the handheld radio to manually drive the train in the protection zone according to the signal. When the following train queries the broadcast list of the target controller system to find that there is a protection zone ahead, the protection zone is regarded as the "previous train" for tracking operation, and the movement authorization terminal withdraws a safe distance to the beginning of the protection zone. The safety path and movement authorization of the following train cannot extend into the protection zone.

[0091] The CBTC standard train operation control system involved in this application is mainly composed of a train automatic monitoring system, an interlocking system CI, a regional controller system ZC, a train automatic operation system, a train automatic protection system, and a data communication system. The train automatic monitoring system is responsible for train operation timetable management, train and station status monitoring, fully automatic operation linkage control, train automatic route triggering and other functions. The interlocking system CI is responsible for interlocking logic processing such as train route handling, train side impact protection, and station equipment monitoring. The regional controller system ZC is responsible for train sequencing, mobile authorization calculation, etc. The train automatic operation system is responsible for train automatic driving related functions. The train automatic protection system is responsible for train speed measurement and positioning, operation protection and other functions. The data communication system is responsible for providing ground wired data communication and train-to-ground wireless data communication.

[0092] When the CBTC train operation control system operates at the master control level, the train automatic monitoring system automatically triggers the route for the train according to the train operation plan and the real-time position of the train. After receiving the route processing command from the train automatic monitoring system, the interlocking arranges the route for the train based on the interlocking control logic when the conditions are met. The ZC calculates the movement authorization for the train based on the train route information, the train sequence in the area, and the information of the train ahead, and sends it to the train. The train realizes operation safety protection and automatic driving based on the movement authorization.

[0093] The CBTC train operation control system mentioned in this application provides two degraded control levels, including: point control level and interlocking control level.

[0094] Point control level refers to the failure of continuous vehicle-ground communication equipment or ground automatic train protection system equipment. The trackside point communication equipment and the on-board automatic train protection system equipment together realize the point automatic train protection system protection function between signal machines. At the point control level, the train automatic monitoring system and interlocking equipment realize the setting of the route. The interlocking sends the route signal status to the LEU. The LEU encodes the received information and sends the encoded information to the active transponder to provide mobile authorization information to the downgraded train. The train calculates the operation curve based on the mobile authorization information to realize automatic operation. The system controls the train speed / distance curve in the same way as the CBTC master control level.

[0095] The interlocking control level means that both the continuous train automatic protection system and the point train automatic protection system functions are lost, and only the interlocking equipment is used to ensure the safety of the train approach. The driver drives the train according to the display of the ground signal.

[0096] See also Figure 1 , Figure 1A flowchart of a mixed running method of trains of different standards provided in an embodiment of the present application. It should be noted that in the present application, TACS line trains can cross the line to enter the CBTC standard monitoring area, and CBTC line trains can cross the line to enter the TACS standard monitoring area. The method includes:

[0097] If a train cross-line operation request originating from a line of different standard is detected, determine the train operation standard corresponding to the train cross-line operation request and the standard type of the current standard line;

[0098] If the standard type of the current standard line matches the train operation standard corresponding to the train cross-line operation request, when the train passes through the co-management area between the CBTC standard monitoring area and the TACS standard monitoring area, the train is switched to the standard type of the current standard line, and communication interaction is maintained with the train to take over the train;

[0099] If the standard type of the current standard line does not match the train operation standard corresponding to the cross-line operation request of the train, the train operation standard of the train is kept unchanged, and the line ground system and on-board system corresponding to the standard type of the current standard line are applied in the co-managed area to manage the train.

[0100] The TACS train operation control system mentioned in the present invention has the ability to be backward compatible with the CBTC train operation control system, that is, during the through-operation of the TACS line and the CBTC line, the operation mechanism of each train operation control device of the CBTC line remains unchanged, and the TACS system does not need to add additional equipment to handle the interaction with the CBTC system. The through-operation requirements of the TACS line and the CBTC line can be further refined into the following four scenarios:

[0101] For TACS lines, trains can run across the line and enter the CBTC monitoring area.

[0102] Scenario 1: When a TACS line train moves from a TACS standard monitoring area to a CBTC standard monitoring area, the onboard system of the TACS line train automatically switches to the CBTC standard and interacts with the CBTC line equipment according to the CBTC standard vehicle-ground interaction mechanism. The TACS line ground system implements the handover of the TACS line train to the CBTC line ground system in the co-management area. Figure 2 As shown, Figure 2 This is a schematic diagram of the first mixed operation of trains of different standards provided in an embodiment of the present application.

[0103] Scenario 2: When a TACS line train returns from the CBTC monitoring area to the TACS monitoring area, the onboard system of the TACS line train automatically switches back to the TACS standard and interacts with the TACS line equipment according to the TACS standard vehicle-ground interaction mechanism. The TACS line ground system takes over the TACS line train in the co-management area. Figure 3 As shown, Figure 3 This is a schematic diagram of the mixed operation of trains of different standards provided in the second embodiment of the present application.

[0104] When CBTC line trains can cross the line and enter the TACS standard monitoring area, there may be scenario 3: CBTC line trains run into the TACS standard monitoring area, and the TACS line ground system takes over the CBTC line trains in the co-management area. After the CBTC line trains run into the TACS standard monitoring area, the CBTC standard interaction logic remains unchanged. The TACS standard ground system and the on-board system jointly support the mixed running of CBTC line trains and TACS line trains. Figure 4 As shown, Figure 4 This is a schematic diagram of the mixed operation of trains of different standards provided in the third embodiment of the present application.

[0105] Scenario 4: The CBTC line train returns to the CBTC standard monitoring area, and the TACS line ground system realizes the handover of the CBTC line train in the co-management area. Figure 5 As shown, Figure 5 This is a schematic diagram of the mixed operation of trains of different standards provided in the fourth embodiment of the present application.

[0106] In addition, taking the current standard line as TACS standard and the train as CBTC line train as an example, the train cross-line operation request is for the CBTC line train to enter the TACS standard monitoring area. At this time, the first operation control level of the CBTC line train can be determined, and then the second operation control level of each TACS line train in the TACS standard monitoring area can be determined, so as to determine the line resource allocation logic and mobile authorization of the CBTC line train according to the first operation control level and the second operation control level.

[0107] The first operation control level includes the main control level, the point control level and the interlocking control level; the second operation control level includes the main control level, the autonomous sensing operation control level, the point control level and the interlocking control level.

[0108] When CBTC line trains and TACS line trains are running together, since they are at different operation control levels, the following describes in detail how to determine the line resource allocation logic and movement authorization of CBTC line trains according to the first operation control level and the second operation control level:

[0109] For the convenience of description, suffixes are used to distinguish the equipment belonging to the TACS line or the CBTC line. The "-T" suffix indicates the equipment from the TACS line, and the "-C" suffix indicates the equipment from the CBTC line.

[0110] TACS-T trains represent master-control class trains from the TACS line.

[0111] The PBTC-T train represents the autonomous sensing operation control level train from the TACS line.

[0112] ITC-T trains represent point-controlled level trains from the TACS line.

[0113] IL-T trains represent interlocking control level trains from TACS lines.

[0114] CBTC-C train represents the master-control level train from the CBTC line.

[0115] ITC-C trains represent point-controlled level trains from CBTC lines.

[0116] IL-C trains represent interlocking control level trains from CBTC lines.

[0117] In the following text, the first protection zone refers to the protection zone corresponding to the CBTC line train, the second protection zone refers to the protection zone corresponding to the TACS line train, and the second target controller system, namely the target controller system-T, refers to the target controller system in the TACS standard monitoring area.

[0118] The first situation: if the CBTC line train and the TACS line train in the TACS monitoring area are both at the master control level and are running together in the TACS monitoring area, then:

[0119] If the TACS line train tracks the CBTC line train, see Figure 6 , Figure 6 This is a schematic diagram of the first operation of mixed running of trains with different control levels provided in an embodiment of the present application. Figures 6 to 19 In the figure, the two blue circles on the track represent the axle counting equipment deployed beside the track, which is used to divide the track into sections to detect whether there are trains occupying each section. The red circle or green circle above the track represents the signal machine or signal light, which can also be deployed beside the track. The train can only pass when the green light is on and needs to stop when the red light is on. When there is an "×" on the signal light or signal machine, it means that the light is off. For example, when the train is in automatic driving mode, the signal light will be like this: Figure 6 In addition, the light green rectangular box containing the train indicates the protection zone corresponding to the train, and MA indicates movement authorization.

[0120] The second train automatic monitoring system of the TACS standard monitoring area first triggers the route according to the first train position and the first train operation plan of the CBTC line train, and the second target controller system of the TACS standard monitoring area processes the route for the CBTC line train according to the interlocking control logic and the resource management logic, and calculates the first movement authorization for the CBTC line train according to the route processing status information and the preceding vehicle information; after the route processing of the CBTC line train is successful, the route resources are allocated to the CBTC line train;

[0121] Thereafter, the second target controller system allocates line resources according to a second train operation plan of the TACS line train so that the TACS line train calculates a second movement authorization according to the line resources;

[0122] If the CBTC line train tracks the TACS line train, see Figure 7 , Figure 7 The second operation schematic diagram of mixed running of trains with different control levels provided in the embodiment of the present application, the second target controller system first allocates line resources according to the second train operation plan of the TACS line train according to the resource allocation logic, so that the TACS line train calculates the second movement authorization according to the line resources;

[0123] Afterwards, the second automatic train monitoring system triggers the route according to the first train position and the first train operation plan of the CBTC line train, the second target controller system handles the route for the CBTC line train according to the interlocking control logic and the resource management logic, and the second target controller system matches the route for the CBTC line train according to the route handling situation; after the route matching is successful, the second target controller system synchronously allocates the route resources to the CBTC line train; at this time, if the route resources have been allocated to the TACS line train running in the same direction, the CBTC line train shares the route resources with the TACS line train running in the same direction; the second target controller system calculates the first movement authorization for the CBTC line train; the end point of the first movement authorization is the beginning of the axle counting section retreated from the axle counting section where the rear end of the TACS line train in front is located.

[0124] That is, if the TACS-T car tracks the CBTC-C car, the train automatic monitoring system-T automatically triggers the route for the CBTC-C car according to the position of the CBTC-C car and its operation plan. The target controller system-T handles the route for the CBTC-C car in accordance with the interlocking control logic and meets the resource management logic. The target controller system-T calculates MA (Movement Authority) for the CBTC-C car based on the route handling situation and the information of the preceding car. After the route handling is successful, the target controller system-T will synchronously allocate the resources in the route to the CBTC-C car. The TACS-T car autonomously applies for line resources from the target controller system-T according to the planned operation path. The target controller system-T allocates resources to the TACS-T car in accordance with the resource management logic and the interlocking control logic after meeting the safety conditions. The TACS-T autonomously calculates MA based on the resource allocation situation.

[0125] If the CBTC-C car tracks the TACS-T car: the TACS-T car autonomously applies for line resources from the target controller system-T according to the planned operation path. The target controller system-T follows the resource allocation logic and allocates resources to the TACS-T car after meeting the safety conditions. The TACS-T autonomously calculates the MA based on the resource allocation situation. The automatic train monitoring system-T automatically triggers the route for the CBTC-C car according to the position of the CBTC-C car and its operation plan. The target controller system-T follows the interlocking control logic and handles the route for the CBTC-C car when the resource management logic is met. The target controller system-T matches the route for the CBTC-C car according to the route handling situation. After the route matching is successful, the target controller system-T synchronously allocates the resources in the route to the CBTC-C car. If the resources in the route have been allocated to the TACS-T car running in the same direction, the CBTC-C car and the TACS-T car share this resource. The target controller system-T calculates the MA for the CBTC-C car. The end point of the MA is the beginning of an axle counting section retreated from the axle counting section where the tail of the TACS-T car in front is located.

[0126] The second situation: if the CBTC line train is at the master control level, and the TACS line train in the TACS standard monitoring area is at the autonomous sensing operation control level, that is, CBTC-C trains and PBTC-T trains are running together, then:

[0127] If the CBTC line train tracks a TACS line train at the master control level, during the tracking process, the TACS line train is downgraded from the master control level to the autonomous sensing operation control level, the second target controller system sets a protection zone for the TACS line train, and the second target controller system arranges the route for the CBTC line train and calculates the first movement authorization; the end point of the first movement authorization is the beginning of the axle counting section retreated from the axle counting section where the rear end of the TACS line train in front is located;

[0128] If the TACS line train tracks the CBTC line train, and during the tracking process the TACS line train is downgraded from the master control level to the autonomous perception operation control level, the second target controller system sets an initial protection zone according to the second movement authorization information of the TACS line train before the downgrade, and the second target controller system continues to extend the protection zone to the beginning of the front approach according to the operation of the CBTC line train in front; after the CBTC line train runs into the next approach, the protection zone no longer extends forward with the operation of the CBTC line train until the CBTC line train clears the next approach, and the second target controller system extends the protection zone to cover the next approach according to the approach establishment situation.

[0129] If the CBTC-C car tracks the PBTC-T car, see Figure 8 , Figure 8 This is a schematic diagram of the operation of the third mixed running of trains with different control levels provided in the embodiment of the present application. When the CBTC-C car is tracking the TACS-T car, the TACS-T car is downgraded to a PBTC-T car, and the target controller system-T sets a protection zone for the PBTC-T car. The target controller system-T arranges the route for the CBTC-C car and calculates the MA. The end point of the MA is the start of an axle counting section retreated from the axle counting section where the tail of the PBTC-T car in front is located.

[0130] If the PBTC-T car tracks the CBTC-C car, see Fig. 9 , Fig. 9 This is a schematic diagram of the operation of the fourth mixed running of trains with different control levels provided in the embodiment of the present application. During the process of the TACS-T train tracking the CBTC-C train, the TACS-T train is downgraded to a PBTC-T train, that is, Fig. 9 The change of ① in Fig. 9 ② in the figure. The target controller system-T sets the initial protection zone for the PBTC-T car according to the movement authorization information before the train is downgraded. The target controller system-T extends the protection zone of the PBTC-T car according to the operation of the CBTC-C car in front until the beginning of the front route. After the CBTC-C car enters the next route, the protection zone of the PBTC-T car no longer extends forward with the operation of the front car, see Fig. 9 ③, until the CBTC-C vehicle clears the next approach, the target controller system-T will extend the PBTC-T vehicle protection area to cover the next approach according to the approach establishment situation.

[0131] The third situation: if the CBTC line train is at the master control level, and the TACS line train in the TACS standard monitoring area is at the point control level or the interlocking control level, that is, CBTC-C trains and ITC-T trains are running together, or CBTC-C trains and IL-T trains are running together, then:

[0132] If the CBTC line train tracks the TACS line train, after the TACS line train is downgraded to the point control level or the interlocking control level, the second target controller system sets a first protection zone for the TACS line train, and arranges the route for the CBTC line train to calculate a first movement authorization; the end point of the first movement authorization is the beginning of the axle counting section retreated from the axle counting section where the rear end of the TACS line train in front is located;

[0133] If the TACS line train tracks the CBTC line train, after the TACS line train is downgraded to the point control level or the interlocking control level, the second target controller system sets a second protection zone for the TACS line train, and the second target controller system extends the second protection zone to the beginning of the front approach according to the operation of the CBTC line train in front; after the CBTC line train runs into the next approach, the second protection zone no longer extends forward with the operation of the CBTC line train, until the CBTC line train clears the next approach, and the second target controller system extends the second protection zone to cover the next approach according to the route establishment situation.

[0134] If the CBTC-C car is tracking an ITC-T car or an IL-T car, see Fig.10 , Fig.10 This is a fifth operation schematic diagram of mixed running of trains with different control levels provided in an embodiment of the present application. Fig.10 and Fig.11 Taking ITC-T car as an example, if it is IL-T car, it can be directly replaced Fig.10 and Fig.11 The ITC-T car shown.

[0135] After the train is downgraded to an ITC-T or IL-T car, the target controller system-T sets a protection zone for the ITC-T or IL-T car. The target controller system-T arranges the route for the CBTC-C car and calculates the MA. The end point of the MA is the beginning of the axle counting section retreated from the axle counting section where the tail of the ITC-T or IL-T car in front is located.

[0136] If an ITC-T or IL-T car is following a CBTC-C car, see Fig.11 , Fig.11This is a sixth operation diagram of mixed running of trains with different control levels provided in the embodiment of the present application. When the train is downgraded to an ITC-T car or an IL-T car, the target controller system-T sets an initial protection zone for the ITC-T car or the IL-T car, and the end of the protection zone moves forward as the front car moves forward until the beginning of the front approach. After the CBTC-C car runs into the next approach, the protection zone of the ITC-T car or the IL-T car no longer extends forward with the operation of the front car. After the CBTC-C car clears the next approach, the target controller system-T extends the protection zone of the ITC-T car or the IL-T car to cover the next approach according to the establishment of the approach.

[0137] Fourth situation: if the CBTC line train is at the point control level, and the TACS line train in the TACS standard monitoring area is at the master control level, that is, ITC-C trains and TACS-T trains are running together, then:

[0138] If the CBTC line train tracks the TACS line train, the second target controller system sets a first protection zone for the CBTC line train, and the second target controller system extends the first protection zone to the beginning of the front route according to the operation of the TACS line train in front; after the TACS line train runs into the next route, before the front route of the CBTC line train does not meet the route handling conditions, the protection zone will no longer extend forward with the operation of the TACS line train, until the TACS line train runs to clear the front route, and the protection zone of the CBTC line train extends to cover the next route after meeting the route handling conditions;

[0139] If the TACS line train tracks the CBTC line train, the second target controller system sets a second protection zone for the CBTC line train, the CBTC line train runs according to the route handling situation, the second protection zone is synchronously extended according to the route handling situation, and the TACS line train tracks the second protection zone of the CBTC line train and runs.

[0140] When the ITC-C car is following the TACS-T car, see Fig.12 , Fig.12 This is the seventh operation diagram of mixed running of trains with different control levels provided in the embodiment of the present application. The target controller system-T establishes a protection zone for the ITC-C car, and the protection zone extends forward with the operation of the TACS-T car in front until the beginning of the front route. After the TACS-T car enters the next route, before the front route of the ITC-C car meets the processing conditions, the protection zone will no longer extend forward with the operation of the front car until the TACS-T car clears the front route. After the route meets the processing conditions, the protection zone of the ITC-C car extends to cover the next route.

[0141] TACS-T car tracks ITC-C car, see Fig.13 , Fig.13 This is a schematic diagram of the eighth mixed operation of trains with different control levels provided in the embodiment of the present application. The target controller system-T creates a protection zone for the ITC-C car. The ITC-C car runs according to the route handling situation, and the protection zone is also extended and unlocked synchronously. The TACS-T car tracks the downgraded ITC-C car and runs in the protection zone.

[0142] The fifth situation: if the CBTC line train is at the point control level, and the TACS line train in the TACS standard monitoring area is at the autonomous sensing operation control level, that is, ITC-C trains and PBTC-T trains are running together, then:

[0143] If the CBTC line train tracks the TACS line train, the path ahead of the CBTC line train cannot be extended until the TACS line train clears the path ahead of the CBTC line train;

[0144] If the TACS line train tracks the CBTC line train, the second target controller system creates a first protection zone for the CBTC line train and extends the first protection zone according to the occupancy status of the preceding vehicle and the route handling status; the second target controller system creates a second protection zone for the TACS line train and extends the second protection zone according to the occupancy status of the preceding vehicle and the route handling status; when the CBTC line train is running on the adjacent route in front of the TACS line train, the route triggered by the TACS line train cannot be successfully handled and the second protection zone cannot be extended until the CBTC line train clears the route in front, and the second protection zone is extended according to the route handling status.

[0145] If the PBTC-T car follows the ITC-C car, see Fig.14 , Fig.14 This is the ninth operation diagram of mixed running of trains with different control levels provided in the embodiment of the present application. The target controller system-T creates a protection zone for the ITC-C car and extends the protection zone according to the occupancy of the preceding car and the route handling situation. The target controller system-T creates a protection zone for the PBTC-T car and extends the protection zone according to the occupancy of the preceding train and the route handling situation. When the ITC-C car is running on the adjacent route in front of the PBTC-T car, the route triggered by the PBTC-T car cannot be successfully processed and the protection zone cannot be extended. The protection zone can only be extended according to the route handling situation after the ITC-C car clears the preceding route.

[0146] If the ITC-C car follows the PBTC-T car, see Fig.15 , Fig.15This is the tenth operation schematic diagram of mixed running of trains of different control levels provided in the embodiment of the present application. The approach in front of the ITC-C car cannot be extended until the PBTC-T car clears the approach in front of the ITC-C.

[0147] The sixth situation: if the CBTC line train and the TACS line train in the TACS monitoring area are both at the point control level, that is, ITC-C trains and ITC-T trains are running together, then:

[0148] If the CBTC line train tracks the TACS line train, the second target controller system creates a first protection zone for the CBTC line train and extends the first protection zone according to the occupancy of the train ahead; the second target controller system creates a second protection zone for the TACS line train and extends it according to the train ahead or the route ahead, and the CBTC line train cannot proceed with the route ahead until the TACS line train ahead clears the route ahead;

[0149] If the TACS line train tracks the CBTC line train, the front approach of the TACS line train cannot be processed until the front CBTC line train clears the front approach, and the second protection zone created by the second target controller for the TACS line train can be extended synchronously with the approach processing situation.

[0150] When an ITC-C car follows an ITC-T car, refer to Fig.16 , Fig.16 This is the eleventh operation diagram of mixed running of trains with different control levels provided in the embodiment of the present application. The target controller system-T creates a protection zone for the ITC-C car and extends the protection zone according to the occupancy of the train. The target controller system-T creates an initial protection zone for the ITC-T and extends it according to the front train or route situation. The ITC-C front route cannot be processed until the front ITC-T car clears the front route.

[0151] When an ITC-T car follows an ITC-C car, refer to Fig.17 , Fig.17 This is a schematic diagram of the twelfth mixed operation of trains with different control levels provided in the embodiment of the present application. The ITC-T front route cannot be processed until the front ITC-C car clears the front route. The protection zone created by the target controller system-T for ITC-T can be extended synchronously with the processing of the route.

[0152] The seventh situation: if the CBTC line train is at the point control level, and the TACS line train in the TACS standard monitoring area is at the interlocking control level, that is, ITC-C trains and IL-T trains are running together:

[0153] If the ITC-C car is following the IL-T car, see Fig.18 , Fig.18 This is the thirteenth operation diagram of mixed running of trains of different control levels provided in the embodiment of the present application. The front approach of the ITC-C car cannot be processed until the front IL-T car clears the front approach. After the front approach of the ITC-C car is successfully processed, its first protection zone is extended synchronously.

[0154] If the IL-T car is following the ITC-C car, see Fig.19 , Fig.19 The fourteenth operation diagram of mixed running of trains of different control levels provided in the embodiment of the present application shows that the IL-T front approach cannot be processed until the ITC-C car clears the front approach, and the protection zone created by the target controller system-T for the IL-T car is extended as the approach is processed.

[0155] The eighth situation: if the CBTC line train is at the interlocking control level, the TACS line train in the TACS standard monitoring area is at the master control level, and the IL-C train and the TACS-T train are running together:

[0156] If the IL-C car is tracking the TACS-T car: the IL-C car cannot enter the route successfully until the front car clears the route ahead, and the two cars track each other on adjacent routes.

[0157] If the TACS-T train tracks the IL-C train: The target controller system-T creates the first protection zone for the IL-C train and extends the protection zone according to the train occupancy. The IL-C train runs according to the route, and the first protection zone is also extended and unlocked synchronously. The TACS-T train tracks the first protection zone of the downgraded IL-C train.

[0158] The ninth situation: if the CBTC line train is at the interlocking control level, and the TACS line train in the TACS standard monitoring area is at the autonomous sensing operation control level, that is, IL-C trains and PBTC-T trains are running together:

[0159] If the IL-C car is tracking the PBTC-T car: After the PBTC-T car clears the front approach, the target controller system-T will handle the front approach for the IL-C car and extend the protection zone simultaneously. The two cars are tracking and running on adjacent approaches.

[0160] If the PBTC-T car tracks the IL-C car: after the PBTC-T car's protection zone is extended to the beginning of the approach, it cannot be extended because the approach ahead has not been processed. Until the IL-C car clears the approach ahead and the PBTC-T car's approach is extended, the target controller system-T will synchronously extend the second protection zone for it.

[0161] The tenth situation: if the CBTC line train is at the interlocking control level, the TACS line train in the TACS standard monitoring area is at the point control level, and IL-C trains and ITC-T trains are running together:

[0162] If the IL-C vehicle is tracking the ITC-T vehicle: the rear vehicle will operate according to the front route handling situation. When the ITC-T vehicle clears the front route for the IL-C vehicle, the target controller system-T will handle the front route for the IL-C vehicle, and the target controller system-T will synchronously extend the first protection zone for the IL-C vehicle.

[0163] If the ITC-T vehicle is tracking the IL-C vehicle: the rear vehicle protection zone cannot be extended further after it is extended to the beginning of the front approach. When the IL-C vehicle clears the front approach, the target controller system-T will handle the front approach for the ITC-T vehicle, and the target controller system-T will synchronously extend the second protection zone for the ITC-T vehicle.

[0164] Case 11: If the CBTC line train is at the interlocking control level, the TACS line trains in the TACS standard monitoring area are also at the interlocking control level, that is, IL-C trains and IL-T trains are running together:

[0165] If the IL-C car is following the IL-T car: the following car will run according to the handling of the front route. When the IL-T clears the front route of the IL-C, the front route of the IL-C can be handled, and the first protection zone created by the target controller system-T for the IL-C will be extended synchronously.

[0166] If the IL-T vehicle is tracking the IL-C vehicle: the rear vehicle protection zone cannot be extended further after it is extended to the beginning of the front approach. When the IL-C vehicle clears the front approach, the front approach of the IL-T vehicle can be processed, and the target controller system-T synchronously extends the second protection zone for the IL-T vehicle.

[0167] In addition, when the TACS standard train operation control system operates at the master control level, the train automatic monitoring system sends the train operation timetable to the on-board train automatic protection system, and the on-board train automatic protection system autonomously plans the train operation route based on the train operation timetable sent by the train automatic monitoring system; the on-board train automatic protection system autonomously applies to the target controller system for line resources within the planned path, and the target controller system coordinates the conflict legitimacy check of the line resources, and after the check is passed, the resources are allocated to the train that issued the application. After the train obtains the resources, it has the control and use rights of the resources; after the on-board train automatic protection system obtains the line resources, it autonomously calculates the safe path of the train. The end point of the train's safe path can extend beyond the protection zone of the line resources it has obtained to the boundary of the protection zone of the next line resource that has not been obtained, and then withdraws a certain safety zone. Full margin; the on-board train automatic protection system receives the position information of all controlled trains in its control area from the target controller system, calculates and identifies the leading train in the safe path, and actively establishes a link with the leading train and maintains communication interaction, and obtains the position, speed, direction and other information of the leading train in real time; the on-board train automatic protection system autonomously calculates the train movement authorization based on the safe path range, line resource status, leading train information, and forward obstacle information; the on-board train automatic operation system realizes automatic train driving based on the train movement authorization calculated by the on-board train automatic protection system and the operation plan issued by the train automatic monitoring system, supervises the deviation between the actual arrival and departure time of the train at the station and the timetable, and autonomously adjusts the train stop time and interval operation time; after the on-board train automatic protection system determines that the train has passed the line resources, it autonomously applies to the target controller system to release the line resources.

[0168] As can be seen from the above, the embodiment of the present application sets a co-management area between the CBTC standard monitoring area and the TACS standard monitoring area. When trains run in different standards, the trains are switched and taken over through the co-management area. There is no need to adjust the existing TACS standard system and the CBTC standard system. The through operation of the TACS standard system and the CBTC standard system can be achieved, which has little impact on the operation of existing trains. Only the line network engineering transformation is carried out in the co-management area. The construction difficulty is small and the cost is low, which is conducive to upgrading and transformation, and provides support for the promotion of the TACS standard system.

[0169] See also Fig. 20 , Fig. 20 A schematic diagram of a mixed running system of trains of different standards provided in an embodiment of the present application, the system comprising:

[0170] The present application also provides a mixed running system of trains of different standards, wherein a TACS line train can cross the line and enter a CBTC standard monitoring area, and a CBTC line train can cross the line and enter a TACS standard monitoring area, including:

[0171] A request parsing module, for determining the train operation standard corresponding to the train cross-line operation request and the standard type of the current standard line if a train cross-line operation request originating from a different standard line is detected;

[0172] The mixed operation management module is used to switch the train to the standard type of the current standard line if the standard type of the current standard line matches the train operation standard corresponding to the train cross-line operation request, and maintain communication and interaction with the train to take over the train when the train passes through the co-management area between the CBTC standard monitoring area and the TACS standard monitoring area; if the standard type of the current standard line does not match the train operation standard corresponding to the train cross-line operation request, keep the train operation standard unchanged, and apply the line ground system and on-board system corresponding to the standard type of the current standard line in the co-management area to manage the train.

[0173] The present application also provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed, the steps provided in the above embodiment can be implemented. The storage medium may include: a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and other media that can store program codes.

[0174] The present application also provides an electronic device, see Fig.21 , a structural diagram of an electronic device provided in an embodiment of the present application, such as Fig.21 As shown, a processor 1410 and a memory 1420 may be included.

[0175] Among them, the processor 1410 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 1410 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 1410 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 1410 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 1410 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0176] The memory 1420 may include one or more computer-readable storage media, which may be non-transitory. The memory 1420 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In this embodiment, the memory 1420 is at least used to store the following computer program 1421, wherein, after the computer program is loaded and executed by the processor 1410, it can implement the relevant steps in the method performed by the electronic device side disclosed in any of the aforementioned embodiments. In addition, the resources stored in the memory 1420 may also include an operating system 1422 and data 1423, etc., and the storage method may be temporary storage or permanent storage. Among them, the operating system 1422 may include Windows, Linux, Android, etc.

[0177] In some embodiments, the electronic device may further include a display screen 1430 , an input / output interface 1440 , a communication interface 1450 , a sensor 1460 , a power source 1470 , and a communication bus 1480 .

[0178] certainly, Fig.21 The structure of the electronic device shown does not constitute a limitation on the electronic device in the embodiments of the present application. In actual applications, the electronic device may include Fig.21 More or fewer components than shown, or combinations of certain components.

[0179] The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other. For the system provided in the embodiment, since it corresponds to the method provided in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description.

[0180] Specific examples are used herein to illustrate the principles and implementation methods of the present application, and the description of the above embodiments is only used to help understand the method and core ideas of the present application. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of the present application.

[0181] It should also be noted that, in this specification, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device including the element.

Claims

1. A method for mixed running of trains of different standards, characterized in that: Trains on TACS lines can cross the line and enter the CBTC monitoring area. Trains on CBTC lines can cross the line and enter the TACS monitoring area, including: If a train cross-line operation request originating from a line of different standard is detected, determine the train operation standard corresponding to the train cross-line operation request and the standard type of the current standard line; If the standard type of the current standard line matches the train operation standard corresponding to the train cross-line operation request, when the train passes through the co-management area between the CBTC standard monitoring area and the TACS standard monitoring area, the train is switched to the standard type of the current standard line, and communication interaction is maintained with the train to take over the train; If the standard type of the current standard line does not match the train operation standard corresponding to the train cross-line operation request, and the train operation standard corresponding to the train cross-line operation request is the CBTC standard, the train operation standard of the train is kept unchanged, and the line ground system and the on-board system corresponding to the standard type of the current standard line are applied in the co-managed area to manage the train; If the current standard line is TACS standard, the train is a CBTC line train, and the train cross-line operation request is that the CBTC line train enters the TACS standard monitoring area, it also includes: Determining a first operation control level of the CBTC line train; Determine the second operation control level of each TACS line train in the TACS standard monitoring area; The line resource allocation logic and movement authorization of the CBTC line train are determined according to the first operation control level and the second operation control level.

2. The mixed running method of trains of different specifications according to claim 1 is characterized in that: The first operation control level includes the main control level, the point control level and the interlocking control level; the second operation control level includes the main control level, the autonomous sensing operation control level, the point control level and the interlocking control level; The master control level is used by the train automatic monitoring system to automatically trigger the route for the train according to the train operation plan and the real-time position of the train; the point control level is used to realize point-to-point automatic train protection between signal lights by combining the trackside point communication equipment and the train automatic protection system when the communication equipment or the train automatic protection system fails; the interlocking control level is to realize the safety of the train route only by the interlocking equipment.

3. The mixed running method of trains of different specifications according to claim 2 is characterized in that: If the CBTC line train and the TACS line train in the TACS standard monitoring area are both at the master control level and run together in the TACS standard monitoring area, determining the line resource allocation logic and movement authorization of the CBTC line train according to the first operation control level and the second operation control level includes: If the TACS line train tracks the CBTC line train, the second train automatic monitoring system of the TACS standard monitoring area first triggers the route according to the first train position and the first train operation plan of the CBTC line train, and the second target controller system of the TACS standard monitoring area processes the route for the CBTC line train according to the interlocking control logic and resource management logic, and calculates the first movement authorization for the CBTC line train according to the route processing status information and the preceding vehicle information; after the route processing of the CBTC line train is successful, the route resources are allocated to the CBTC line train; Thereafter, the second target controller system allocates line resources according to a second train operation plan of the TACS line train so that the TACS line train calculates a second movement authorization according to the line resources; If the CBTC line train tracks the TACS line train, the second target controller system first allocates line resources according to the resource allocation logic according to the second train operation plan of the TACS line train, so that the TACS line train calculates a second movement authorization according to the line resources; Afterwards, the second automatic train monitoring system triggers the route according to the first train position and the first train operation plan of the CBTC line train, the second target controller system handles the route for the CBTC line train according to the interlocking control logic and the resource management logic, and the second target controller system matches the route for the CBTC line train according to the route handling situation; after the route matching is successful, the second target controller system synchronously allocates the route resources to the CBTC line train; at this time, if the route resources have been allocated to the TACS line train running in the same direction, the CBTC line train shares the route resources with the TACS line train running in the same direction; the second target controller system calculates the first movement authorization for the CBTC line train; the end point of the first movement authorization is the beginning of the axle counting section retreated from the axle counting section where the rear end of the TACS line train in front is located.

4. The mixed running method of trains of different specifications according to claim 2 is characterized in that: If the CBTC line train is at the master control level, the TACS line train in the TACS standard monitoring area is at the autonomous sensing operation control level, and the trains are mixed in the TACS standard monitoring area, determining the line resource allocation logic and movement authorization of the CBTC line train according to the first operation control level and the second operation control level includes: If the CBTC line train tracks a TACS line train at the master control level, during the tracking process, the TACS line train is downgraded from the master control level to the autonomous sensing operation control level, the second target controller system sets a protection zone for the TACS line train, and the second target controller system arranges the route for the CBTC line train and calculates the first movement authorization; the end point of the first movement authorization is the beginning of the axle counting section retreated from the axle counting section where the rear end of the TACS line train in front is located; If the TACS line train tracks the CBTC line train, and during the tracking process the TACS line train is downgraded from the master control level to the autonomous perception operation control level, the second target controller system sets a protection zone according to the second movement authorization information of the TACS line train before the downgrade, and the second target controller system continues to extend the protection zone to the beginning of the front approach according to the operation of the CBTC line train in front; after the CBTC line train runs into the next approach, the protection zone no longer extends forward with the operation of the CBTC line train until the CBTC line train clears the next approach, and the second target controller system extends the protection zone to cover the next approach according to the approach establishment situation.

5. The mixed running method of trains of different specifications according to claim 2 is characterized in that: If the CBTC line train is at the master control level, the TACS line train in the TACS standard monitoring area is at the point control level or the interlocking control level, and the trains are running together in the TACS standard monitoring area, determining the line resource allocation logic and movement authorization of the CBTC line train according to the first operation control level and the second operation control level includes: If the CBTC line train tracks the TACS line train, after the TACS line train is downgraded to the point control level or the interlocking control level, the second target controller system sets a first protection zone for the TACS line train, and arranges the route for the CBTC line train to calculate a first movement authorization; the end point of the first movement authorization is the beginning of the axle counting section retreated from the axle counting section where the rear end of the TACS line train in front is located; If the TACS line train tracks the CBTC line train, after the TACS line train is downgraded to the point control level or the interlocking control level, the second target controller system sets a second protection zone for the TACS line train, and the second target controller system extends the second protection zone to the beginning of the front approach according to the operation of the CBTC line train in front; after the CBTC line train runs into the next approach, the second protection zone no longer extends forward with the operation of the CBTC line train, until the CBTC line train clears the next approach, and the second target controller system extends the second protection zone to cover the next approach according to the route establishment situation.

6. The mixed running method of trains of different specifications according to claim 2 is characterized in that: If the CBTC line train is at the point control level, the TACS line train in the TACS standard monitoring area is at the master control level, and the trains are mixed in the TACS standard monitoring area, determining the line resource allocation logic and movement authorization of the CBTC line train according to the first operation control level and the second operation control level includes: If the CBTC line train tracks the TACS line train, the second target controller system sets a first protection zone for the CBTC line train, and the second target controller system extends the first protection zone to the beginning of the front route according to the operation of the TACS line train in front; after the TACS line train runs into the next route, before the front route of the CBTC line train does not meet the route handling conditions, the protection zone will no longer extend forward with the operation of the TACS line train, until the TACS line train runs to clear the front route, and the protection zone of the CBTC line train extends to cover the next route after meeting the route handling conditions; If the TACS line train tracks the CBTC line train, the second target controller system sets a second protection zone for the CBTC line train, the CBTC line train runs according to the route handling situation, the second protection zone is synchronously extended according to the route handling situation, and the TACS line train tracks the second protection zone of the CBTC line train and runs.

7. The mixed running method of trains of different specifications according to claim 2 is characterized in that: If the CBTC line train is at the point control level, the TACS line train in the TACS standard monitoring area is at the autonomous sensing operation control level, and the trains are mixed in the TACS standard monitoring area, determining the line resource allocation logic and movement authorization of the CBTC line train according to the first operation control level and the second operation control level includes: If the CBTC line train tracks the TACS line train, the path ahead of the CBTC line train cannot be extended until the TACS line train clears the path ahead of the CBTC line train; If the TACS line train tracks the CBTC line train, the second target controller system creates a first protection zone for the CBTC line train and extends the first protection zone according to the occupancy status of the preceding vehicle and the route handling status; the second target controller system creates a second protection zone for the TACS line train and extends the second protection zone according to the occupancy status of the preceding vehicle and the route handling status; when the CBTC line train is running on the adjacent route in front of the TACS line train, the route triggered by the TACS line train cannot be successfully handled and the second protection zone cannot be extended until the CBTC line train clears the route in front, and the second protection zone is extended according to the route handling status.

8. The mixed running method of trains of different specifications according to claim 2 is characterized in that: If the CBTC line train and the TACS line train in the TACS standard monitoring area are both at the point control level and run together in the TACS standard monitoring area, determining the line resource allocation logic and movement authorization of the CBTC line train according to the first operation control level and the second operation control level includes: If the CBTC line train tracks the TACS line train, the second target controller system creates a first protection zone for the CBTC line train and extends the first protection zone according to the train occupancy situation; the second target controller system creates a second protection zone for the TACS line train and extends it according to the situation of the train or route ahead, and the route ahead of the CBTC line train cannot be processed until the TACS line train ahead clears the route ahead; If the TACS line train tracks the CBTC line train, the front approach of the TACS line train cannot be processed until the front CBTC line train clears the front approach, and the second protection zone created by the second target controller for the TACS line train can be extended synchronously with the approach processing situation.

9. A mixed running system for trains of different standards, characterized in that: Trains on TACS lines can cross the line and enter the CBTC monitoring area. Trains on CBTC lines can cross the line and enter the TACS monitoring area, including: A request parsing module, for determining the train operation standard corresponding to the train cross-line operation request and the standard type of the current standard line if a train cross-line operation request originating from a different standard line is detected; A mixed running operation management module is used for, if the standard type of the current standard line matches the train operation standard corresponding to the train cross-line operation request, when the train passes through the co-management area between the CBTC standard monitoring area and the TACS standard monitoring area, switching the train to the standard type of the current standard line and maintaining communication interaction with the train to take over the train; if the standard type of the current standard line does not match the train operation standard corresponding to the train cross-line operation request, and the train operation standard corresponding to the train cross-line operation request is the CBTC standard, keeping the train operation standard of the train unchanged, and applying the line ground system and the on-board system corresponding to the standard type of the current standard line in the co-management area to manage the train; And, if the current standard line is TACS standard, the train is a CBTC line train, and the train cross-line operation request is when the CBTC line train enters the TACS standard monitoring area, a module for executing the following steps: Determining a first operation control level of the CBTC line train; Determine the second operation control level of each TACS line train in the TACS standard monitoring area; The line resource allocation logic and movement authorization of the CBTC line train are determined according to the first operation control level and the second operation control level.

10. An electronic device, characterized in that: include: Memory for storing computer programs; A processor, configured to implement the steps of the method according to any one of claims 1 to 8 when executing the computer program.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, which implements the steps of the method according to any one of claims 1 to 8 when executed.

12. A computer program product, characterized in that The invention comprises a computer program, which implements the steps of the method according to any one of claims 1 to 8 when being executed.

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