Downgraded train control method and device based on train safety positioning and medium
By calculating the train's safe positioning and other train status in real time through the onboard controller, and automatically controlling the signal lights, the problem of the TACS system being unable to detect downgraded trains is solved. This ensures that trains pass through the signal safely, avoids stopping and subsequent trains displaying upgrades, and improves the system's automation and safety.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- CASCO SIGNAL LTD
- Filing Date
- 2024-12-25
- Publication Date
- 2026-05-12
AI Technical Summary
Without secondary detection equipment, the TACS system cannot safely detect the passage of downgraded trains through signals, causing the permission signal to fail to remain lit, resulting in safety issues such as downgraded trains stopping or subsequent trains upgrading their signal display.
The onboard controller calculates the train's safe position in real time and combines it with the safe position status of other trains to automatically control the signal lights, ensuring that downgraded trains can safely pass through the signal and closing the permission signal when necessary to avoid affecting following trains.
The system enables the continuous illumination of the permission signal for degraded trains even in the absence of secondary detection equipment, preventing premature shutdown and ensuring the safety and availability of train operations by promptly closing the signal. The system is highly automated and requires no manual intervention.
Smart Images
Figure CN119872657B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to rail transit signaling systems, and more particularly to a degraded train control method, device, and medium based on train safety positioning. Background Technology
[0002] The Train Autonomous Operation System (TACS) based on vehicle-to-vehicle communication uses onboard equipment as the control core, and the train autonomously calculates its movement authorization. After a TACS train is downgraded, the driver needs to control the train's operation based on the display of the trackside signal. After the trackside signal opens the permission signal, due to the lack of secondary detection equipment such as axle counters, the TACS system cannot safely detect the downgraded train passing the signal and cannot close the permission signal opened for it in time. This permission signal may be misread by the driver of another downgraded train following behind, causing a safety problem of signal display upgrade.
[0003] A search revealed a method for opening a time-limited permit signal in a TACS system based on beacon triggering, disclosed in Chinese Patent Publication No. CN118560554A. In this method, the Train Backup Positioning System (BLS) reads a beacon upstream of the signal and triggers the Trackside Train Controller (WTC) to request a permit signal with a time limit (e.g., 15 seconds) from the Trackside Resource Manager (WRC). After the time limit expires, the signal changes to a prohibition signal. This method effectively avoids the safety issue of the TACS system failing to detect a downgraded train passing a signal due to a lack of secondary trackside detection equipment, thus preventing the timely closure of the signal and causing a display upgrade for following trains. However, the permit signal in this method can only be maintained for a limited time (e.g., 15 seconds). The driver may not have time to drive the train past the signal before the permit signal closes, forcing the driver to stop urgently, resulting in availability issues.
[0004] Meanwhile, Chinese patent publication CN118665555A discloses a method for manually confirming the time-limited opening of a TACS system's permit signal. When the driver fails to pass the signal in time, the permit signal is re-activated for the downgraded train through manual confirmation. However, the duration of the signal opening in this method is still limited, and manual intervention is required, resulting in poor usability.
[0005] Therefore, a highly automated method is needed to keep the permission signal lit for downgraded trains while avoiding causing display upgrades for following trains. Summary of the Invention
[0006] The purpose of this invention is to overcome the defects of the prior art by providing a degraded train control method, equipment and medium based on train safety positioning.
[0007] The objective of this invention can be achieved through the following technical solutions:
[0008] According to a first aspect of the present invention, a degraded train control method based on train safety positioning is provided. This method enables the TACS system to open permission signals for degraded trains in the absence of secondary detection equipment. The control method calculates the safety guarantee of the current train as the first train upstream of the signal based on the train safety positioning calculated in real time by the on-board controller CC and combined with the safety positioning status of other trains. Based on the calculation results, the target signal is controlled to light up.
[0009] As a preferred technical solution, the method specifically includes the following steps:
[0010] Step S1: The on-board controller CC in the downgraded train calculates the continuous safe positioning of the train, requests the release of track resources from the trackside resource manager WRC, and issues a trackside signal lighting command. The driver controls the safe operation of the train according to the trackside signal display.
[0011] Step S2: After the driver drives the train into the approach section of the target signal, the onboard controller CC requests track resources from the trackside resource manager WRC between the target signal and the next signal in the same direction.
[0012] Step S3: Based on the safety positioning status of this train and the safety positioning information of other trains, the on-board controller CC calculates the safety guarantee that this train is the first train upstream of the target signal and calculates the safety guarantee that there are no other trains occupying the area between the target signal and the next signal in the same direction.
[0013] Step S4: The onboard controller CC requests permission from the trackside resource manager WRC to open the target signal lights based on the calculation results of step S3.
[0014] Step S5: The trackside resource manager WRC illuminates the permission light of the target signal according to the permission signal opening request from the onboard controller CC.
[0015] Step S6: After visually confirming the clearance light, the driver drives the train through the current signal.
[0016] As a preferred technical solution, in step S1, the train switches from ATP protection to RM mode and becomes a degraded train due to some reason during operation.
[0017] As a preferred technical solution, in step S2, the on-board controller CC applies for line resources based on the operation tasks issued by the Automatic Train Monitoring System (ATS).
[0018] As a preferred technical solution, in step S3, the on-board controller CC establishes vehicle-to-vehicle communication with other trains on the entire line to obtain the safety positioning information of other trains.
[0019] As a preferred technical solution, in step S4, the on-board controller CC obtains all the necessary track resources from the trackside resource manager WRC, and, in conjunction with the safety guarantee that no other trains occupy the protected section of the signal and the safety guarantee that this train is the first train upstream of the signal, applies to the trackside resource manager WRC for permission to open the target signal lights.
[0020] As a preferred technical solution, in step S5, the permissive light of the target signal is illuminated by driving the target controller OC.
[0021] As a preferred technical solution, the method further includes step S7: after the train passes the signal, if the onboard controller CC can no longer calculate the safety guarantee for the first train upstream of the signal, the onboard controller CC requests the trackside resource manager WRC to turn off the current signal's permissive light, and the trackside resource manager WRC changes the current signal's prohibitive light.
[0022] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.
[0023] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.
[0024] Compared with the prior art, the present invention has the following advantages:
[0025] 1) This invention can continuously illuminate the permission signal for the degraded train before it passes the signal, avoiding the premature shutdown of the signal and forcing the degraded train to stop, thus affecting availability;
[0026] 2) This invention can promptly close the permission signal after a downgraded train passes the signal, avoiding the safety problem of signal display upgrades for following trains caused by turning off the lights too late;
[0027] 3) This invention is based on the real-time calculation of train safety positioning by the on-board controller CC, combined with the safety positioning status of other trains, to calculate the safety guarantee that this train is the first train upstream of the signal, and uses this as the basis to control the target signal to light up. The whole process does not require manual intervention and is completed automatically by the system, with high system availability.
[0028] 4) This invention enables the TACS system to open the permission signal for downgraded trains even in the absence of secondary detection equipment, and ensures that even if the permission signal is closed after the downgraded train passes the signal, it will not cause signal display upgrades to other following trains, thus ensuring the safety of downgraded train operation in the TACS system. Attached Figure Description
[0029] Figure 1 This is a diagram of the TACS system architecture.
[0030] Figure 2 This is a schematic diagram of a driver approaching signal S1 under the authorization of a dispatcher, according to an embodiment of the present invention.
[0031] Figure 3 This is a schematic diagram illustrating how the on-board controller CC calculates the safety guarantee for train TU1 as the first train upstream of the signal in an embodiment of the present invention;
[0032] Figure 4 This is a schematic diagram illustrating how the trackside resource manager (WRC) sends instructions to the target controller (OC) to drive the signal S1 to illuminate the permitted light, according to an embodiment of the present invention.
[0033] Figure 5 This is a schematic diagram illustrating how the trackside resource manager (WRC) sends a command to the target controller (OC) to drive the signal S1 to turn on the stop light, according to an embodiment of the present invention.
[0034] Figure 6 This is a flowchart illustrating the specific process of the method of the present invention. Detailed Implementation
[0035] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.
[0036] like Figure 6 As shown, a degraded train control method based on train safety positioning specifically includes:
[0037] Step S1: If the train switches from ATP protection to RM mode during operation due to some reason, the on-board controller CC is still responsible for calculating the continuous safe positioning of the train, requesting the release of track resources from the trackside resource manager WRC, issuing signal light commands, etc. The driver controls the safe operation of the train according to the trackside signal display.
[0038] Step S2: After the driver drives the train into the approach section of the target signal, the onboard controller CC starts to request track resources from the trackside resource manager WRC from the target signal to the next signal in the same direction according to the operation task issued by the Automatic Train Monitoring System (ATS).
[0039] Step S3: The onboard controller CC establishes train-to-train communication with other trains along the line, obtains the safety positioning information of other trains, calculates the safety guarantee that there are no other trains occupying the distance between the target signal and the next signal in the same direction, and, in conjunction with the safety positioning status of this train, calculates the safety guarantee that this train is the first train upstream of the signal.
[0040] Step S4: The onboard controller CC obtains all the necessary track resources from the trackside resource manager WRC. Taking into account the safety guarantee that no other trains are occupying the protected section of the signal and the safety guarantee that this train is the first train upstream of the signal, it requests permission from the trackside resource manager WRC to open the lights of the target signal.
[0041] Step S5: The trackside resource manager WRC drives the target controller OC to light up the target signal's permission light based on the permission signal opening request from the onboard controller CC.
[0042] Step S6: After visually confirming the clearance light, the driver drives the train through the current signal.
[0043] Step S7: After the train passes the signal, the onboard controller CC can no longer calculate the safety guarantee for the first train upstream of the signal. The onboard controller CC requests the trackside resource manager WRC to turn off the current signal's permissive light. The trackside resource manager WRC drives the target controller OC to change the current signal's prohibitive light.
[0044] This invention provides a degraded train control method based on train safety positioning, which effectively solves the safety problems of the TACS system's inability to safely detect degraded trains occupying downstream sections of signals, its inability to promptly close permitted signals open for following trains, and the resulting display upgrade issues for trailing trains.
[0045] like Figure 1As shown, the TACS system mainly includes the Automatic Train Monitoring System (ATS), the Trackside Resource Manager (WRC), the Onboard Controller (CC), the Onboard Backup Positioning System (BLS), the Trackside Train Controller (WTC), and the Target Controller (OC). The ATS is responsible for monitoring and controlling train operations, and has functions such as tracking train operation, issuing train operation tasks, alarm and event reporting, and train operation adjustments. The WRC has functions such as train sequence management, track resource allocation and recovery, signal and turnout control, and trackside equipment status acquisition and driving. The CC autonomously calculates and plans the travel path and planned operating curve based on the train operation task, requests and releases resources from the WRC, negotiates resource usage with other trains, actively controls the train, and implements train safety protection and automatic train operation functions. The WTC is mainly responsible for managing and tracking faulty trains and taking over the management of faulty trains to request and release resources. The OC mainly realizes the status acquisition and driving of trackside equipment, including the driving and status acquisition of signals. The onboard backup positioning system (BLS) primarily uses the acquired transponder information to provide the corresponding train ID and train location information to the trackside train controller, enabling degraded train location tracking. The train operation modes of the TACS system include TACS mode and manual mode. When a train is in a fully protected onboard state, it is considered to be in TACS mode; when a train is not in a fully protected onboard state and safety protection is performed manually, it is considered to be in manual mode.
[0046] like Figures 2-5 As shown, the degraded train control method based on train safety positioning is as follows:
[0047] 101) After trains TU1 and TU2 were downgraded due to a fault, their ATP (Automatic Train Protection) was disconnected, and they operated in manual tracking mode between stations. The onboard controller (CC) of train TU1 requested track resources from the trackside resource manager (WRC) for signal S1. After all required resources were acquired, the driver, authorized by the dispatcher, drove the train towards signal S1, as shown in the attached diagram. Figure 2 As shown;
[0048] 102) After the driver of train TU1 enters the approach area of signal S1, the onboard controller CC begins to request track resources from the trackside resource manager WRC for the train from signal S1 to the next same-direction signal S2. It establishes train-to-train communication with train TU2 to obtain its safety positioning information, calculates the safety guarantee that no other trains are occupying the area between signal S1 and signal S2, and, based on the safety positioning status of train TU1, calculates the safety guarantee that train TU1 is the first train upstream of the signal. (See attached...) Figure 3 As shown;
[0049] 103) After the onboard controller CC obtains all track resources between signal S1 and signal S2 from the trackside resource manager WRC, and considering the safety guarantee that no other trains are occupying the protected section of signal S1 and the safety guarantee that train TU1 is the first train upstream of signal S1, the onboard controller CC requests the trackside resource manager WRC to open the signal for signal S1. The trackside resource manager WRC sends a command to the target controller OC to drive the signal S1 permission light to illuminate, as shown in the attached diagram. Figure 4 As shown;
[0050] 104) After the driver visually observes the clearance signal, the train TU1 approaches and passes signal S1. Once the safe positioning of the train TU1 driver's cab has passed signal S1, the onboard controller CC can no longer calculate the safety guarantee for TU1 as the first train upstream of the signal. The onboard controller CC requests the trackside resource manager WRC to close the S1 clearance signal. The trackside resource manager WRC sends a command to the target controller OC to illuminate the S1 stop light. (See attached...) Figure 5 As shown.
[0051] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.
[0052] This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.
[0053] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.
[0054] The processing unit executes the various methods and processes described above, such as methods S1 to S6. For example, in some embodiments, methods S1 to S6 may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of methods S1 to S6 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S6 by any other suitable means (e.g., by means of firmware).
[0055] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.
[0056] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.
[0057] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.
[0058] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.
Claims
1. A degraded train control method based on train safety positioning, wherein the TACS system provides permission signals for degraded trains in the absence of secondary detection equipment, characterized in that, The control method calculates the safety positioning of the train in real time based on the on-board controller CC, and combines the safety positioning status of other trains to calculate the safety guarantee that the train is the first train upstream of the signal, and controls the target signal to turn on the lights based on the calculation results; The method specifically includes the following steps: Step S1: The on-board controller CC in the downgraded train calculates the continuous safe positioning of the train, requests the release of track resources from the trackside resource manager WRC, and issues a trackside signal lighting command. The driver controls the safe operation of the train according to the trackside signal display. Step S2: After the driver drives the train into the approach section of the target signal, the onboard controller CC requests track resources from the trackside resource manager WRC between the target signal and the next signal in the same direction. Step S3: Based on the safety positioning status of this train and the safety positioning information of other trains, the on-board controller CC calculates the safety guarantee that this train is the first train upstream of the target signal and calculates the safety guarantee that there are no other trains occupying the area between the target signal and the next signal in the same direction. Step S4: The onboard controller CC requests permission from the trackside resource manager WRC to open the target signal lights based on the calculation results of step S3. Step S5: The trackside resource manager WRC illuminates the permission light of the target signal according to the permission signal opening request from the onboard controller CC. Step S6: After visually confirming the clearance light, the driver drives the train through the current signal. In step S4, the on-board controller CC obtains all the necessary track resources from the trackside resource manager WRC. Combining the safety guarantee that no other trains occupy the protected section of the signal and the safety guarantee that this train is the first train upstream of the signal, it requests permission from the trackside resource manager WRC to open the lights of the target signal.
2. The degraded train control method based on train safety positioning according to claim 1, characterized in that, In step S1, the train switches from ATP protection to RM mode due to some reason during operation, becoming a degraded train.
3. The degraded train control method based on train safety positioning according to claim 1, characterized in that, In step S2, the on-board controller CC requests line resources based on the operation tasks issued by the Automatic Train Monitoring System (ATS).
4. The degraded train control method based on train safety positioning according to claim 1, characterized in that, In step S3, the on-board controller CC establishes vehicle-to-vehicle communication with other trains along the entire line to obtain the safety positioning information of other trains.
5. The degraded train control method based on train safety positioning according to claim 1, characterized in that, In step S5, the permissive light of the target signal is illuminated by driving the target controller OC.
6. The degraded train control method based on train safety positioning according to claim 1, characterized in that, The method also includes step S7, where after the train passes the signal, if the onboard controller CC is no longer able to calculate the safety guarantee for the first train upstream of the signal, the onboard controller CC requests the trackside resource manager WRC to turn off the current signal's permissive light, and the trackside resource manager WRC changes the current signal's prohibitive light.
7. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 6.
8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 6.