Train operation control method and system

Abstract

The invention discloses a train operation control method and system. The method comprises the steps of determining initial position information when a train is powered on through a train-mounted operation control subsystem, and obtaining a train operation plan from a ground regulation and control subsystem based on the initial position information and a train registration application; determining first movement authorization based on the train operation plan and the first real-time position information through a train-mounted operation control subsystem under the condition that the train operates normally, and controlling the train to operate based on the first movement authorization; the first real-time position information is determined by the vehicle-mounted operation control subsystem in combination with a trackside passive transponder; determining second movement authorization based on the first movement authorization and the second real-time position information during conversion through a train-mounted operation control subsystem under the condition that the train is converted from normal operation to degraded operation, and controlling the train to operate based on the second movement authorization; and the second real-time position information is determined by the vehicle-mounted operation control subsystem in combination with the trackside passive transponder. According to the scheme, the cost of train operation control is effectively reduced.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of rail transit technology, and in particular to a train operation control method and system. Background Art

[0002] The existing communication based train control system (CBTC) of urban rail transit usually sets automatic train supervision (ATS), computer interlocking (CI) and zone controller (ZC) on the ground part, active balises, passive balises, axle counters / track circuits and signals on the trackside, and automatic train protection (ATP) and automatic train operation (ATO) on the vehicle part.

[0003] The above-mentioned system relies on multiple trackside equipment configurations during the train operation control process, especially the train downgrade operation control. For example, when the point is downgraded, it is necessary to rely on the trackside active transponder, axle counter / track circuit and signal to control the train. When the interlocking level is downgraded, it is necessary to rely on the trackside axle counter / track circuit and signal to control the train. Due to the characteristics of relying on multiple trackside equipment configurations for train control, and the relatively fixed characteristics of information interaction and functional collaboration between various parts of the system, the system architecture and equipment configuration are complex and difficult to streamline and optimize, and the cost of train operation control through the system is high. Summary of the invention

[0004] The present invention provides a train operation control method and system, which can reduce the cost of train operation control.

[0005] In a first aspect, an embodiment of the present invention provides a train operation control method, which is applied to a train operation control system, wherein the system includes a ground control subsystem, a trackside passive transponder, and an onboard operation control subsystem, and the method includes:

[0006] Determine the initial position information of the train when it is powered on through the onboard transportation control subsystem, and obtain the train operation plan from the ground control subsystem based on the initial position information and the train registration application;

[0007] By means of the on-board transportation control subsystem, when the train is operating normally, a first movement authorization is determined based on the train operation plan and the first real-time location information, and the train operation is controlled based on the first movement authorization; the first real-time location information is determined by the on-board transportation control subsystem in combination with the trackside passive transponder;

[0008] Through the on-board transportation control subsystem, when the train is converted from normal operation to degraded operation, the second movement authorization is determined based on the first movement authorization and the second real-time position information during the conversion, and the train operation is controlled based on the second movement authorization; the second real-time position information is determined by the on-board transportation control subsystem in combination with the trackside passive transponder.

[0009] In a second aspect, an embodiment of the present invention provides a train operation control system, including a ground control subsystem, a trackside passive transponder, and an onboard operation control subsystem;

[0010] The onboard transportation control subsystem is used to determine the initial position information of the train when it is powered on, and obtain the train operation plan from the ground control subsystem based on the initial position information and the train registration application;

[0011] The on-board transportation control subsystem is used to determine a first movement authorization based on the train operation plan and the first real-time position information when the train is operating normally, and control the operation of the train based on the first movement authorization; the first real-time position information is determined by the on-board transportation control subsystem in combination with the trackside passive transponder;

[0012] The on-board transportation control subsystem is used to determine the second movement authorization based on the first movement authorization and the second real-time position information during the conversion when the train converts from normal operation to degraded operation, and control the operation of the train based on the second movement authorization; the second real-time position information is determined by the on-board transportation control subsystem in combination with the trackside passive transponder.

[0013] The technical solution of the embodiment of the present invention controls the train operation through a train operation control system composed of a ground control subsystem, a trackside passive transponder and an onboard operation control subsystem; the ground part only includes the ground control subsystem; the onboard part is integrated into the onboard operation control subsystem; the trackside part eliminates traditional axle counters / track circuits and signal machines, and only configures passive transponders to meet the control of normal train operation and degraded train operation. The train operation control system adopted by this solution greatly simplifies and integrates the architecture of each part of the system while meeting the requirements for train operation control, effectively reducing the cost of train operation control.

[0014] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0016] Figure 1 is a flow chart of a train operation control method provided according to Embodiment 1 of the present invention;

[0017] Figure 2 is a schematic diagram of normal operation of a train provided by Embodiment 1 of the present invention;

[0018] Figure 3 is a structural schematic diagram of a train operation control system provided according to Embodiment 1 of the present invention;

[0019] Figure 4 is a schematic diagram of implementing train registration according to Embodiment 1 of the present invention;

[0020] Figure 5 is a schematic diagram of the interaction between a vehicle-mounted transportation control subsystem and an external turnout system provided according to the first embodiment of the present invention;

[0021] Figure 6 is a schematic diagram of vehicle-ground interaction when a non-communication train exists according to Embodiment 1 of the present invention;

[0022] Figure 7 It is a structural schematic diagram of a train operation control system provided according to Embodiment 2 of the present invention. DETAILED DESCRIPTION

[0023] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0024] It should be noted that the terms "first", "second", etc. in the present invention are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0025] Embodiment 1

[0026] Figure 1 1 is a flow chart of a train operation control method provided according to the first embodiment of the present invention. This embodiment is applicable to the situation of train operation control. The method can be executed by a train operation control system, which includes a ground control subsystem, a trackside passive transponder and a vehicle-mounted operation control subsystem. Figure 1 As shown, the method includes:

[0027] S110. Determine the initial position information of the train when it is powered on through the on-board transportation control subsystem, and obtain the train operation plan from the ground control subsystem based on the initial position information and the train registration application.

[0028] The onboard operation control subsystem can be the part of the train operation control system integrated on the train for autonomous train operation control. The ground control subsystem can be the ground part of the train operation control system, which can be used for train operation management.

[0029] The initial position information may be information indicating the position of the train when it is initially powered on. The train registration application may be an application for train registration issued by the onboard traffic control subsystem to the ground control subsystem. The train operation plan may be a plan for guiding the operation of the train.

[0030] In this step, the on-board transportation control subsystem may include Beidou satellites and on-board electronic maps. When the train is initially powered on, the initial position information of the train can be determined by combining the on-board electronic map with the positioning function of the Beidou satellite; the on-board transportation control subsystem can establish a connection with the ground control subsystem through vehicle-to-ground wireless communication, and transmit the initial position information and the train registration application to the ground control subsystem; the ground control subsystem verifies the registration qualification of the train based on the initial position information and the train registration application, and registers the train if the verification passes, includes the train in the scope of train operation management, and issues the train operation plan of the train to the on-board transportation control subsystem according to the train operation diagram; the on-board transportation control subsystem can obtain the train operation plan transmitted by the ground control subsystem.

[0031] The on-board electronic map may be a digital map pre-integrated in the on-board operation control subsystem of the train, which provides important geographic information support for the operation, control and management of the train. The method for verifying the registration qualification of the train is not limited.

[0032] S120. Through the on-board transportation control subsystem, when the train is operating normally, a first movement authorization is determined based on the train operation plan and the first real-time position information, and the train operation is controlled based on the first movement authorization; the first real-time position information is determined by the on-board transportation control subsystem in combination with the trackside passive transponder.

[0033] In the embodiment of the present invention, the normal operation of the train can be understood as the normal operation of the train-to-train communication, the normal operation of the train-to-ground communication, and the normal operation of the ground control subsystem. Among them, the train-to-train communication is the communication between the train's onboard transportation control subsystem and the onboard transportation control subsystem of other trains, and the train-to-ground communication is the communication between the train's onboard transportation control subsystem and the ground control subsystem.

[0034] Figure 2 Schematic diagram of normal operation of a train according to Embodiment 1 of the present invention. Figure 2 As shown, it includes a ground control subsystem, train 1, train 2, train 3 and train 4. Each train includes an onboard transportation control subsystem, and each train is operating normally. Vehicle-to-vehicle communication refers to the communication between the onboard transportation control subsystems of two adjacent trains. For example, train 1 and train 2 exchange their respective train IDs, train positions and other information through their respective onboard transportation control subsystems. Vehicle-to-ground communication refers to the exchange of train IDs, train positions, train operation plans and other information between each onboard transportation control subsystem and the ground control subsystem. Among them, the train ID is the train's identity document (ID), and each train can uniquely correspond to an ID; the train position can correspond to the train's initial position information, and can also correspond to the real-time position information during the train's operation.

[0035] In this step, during the normal operation of the train, the onboard operation control subsystem can determine the first real-time position information of the train through its own positioning function, combined with the position of the trackside passive transponder obtained from the trackside passive transponder. Among them, the first real-time position information can be information indicating the position of the train in real time when the train is operating normally. The trackside passive transponder can be a passive transponder set on the trackside. The passive transponder can be understood as a signal device installed on the trackside, which is mainly used to transmit fixed, pre-stored information to the train, such as the position of the trackside passive transponder.

[0036] In this step, when the train is operating normally, the on-board transportation control subsystem can use the on-board electronic map to parse the train operation plan, and determine at which positions in the on-board electronic map the train needs to stop as indicated by the train operation plan; the on-board transportation control subsystem can calculate the first movement authorization based on the first real-time position information and the determined position where the train needs to stop through vehicle-to-vehicle communication and vehicle-to-ground communication combined with its own perception function, and control the train to run safely, smoothly and automatically from the position indicated by the first real-time position information to the position where the train needs to stop based on the first movement authorization, until the train runs to the destination indicated by the train operation plan.

[0037] Among them, the perception function of the onboard transportation control subsystem itself can be realized by setting up radars, cameras, etc. The first mobile authorization can be a mobile authorization to control the operation of the train when the train is operating normally. The mobile authorization can be understood as the permission granted by the onboard transportation control subsystem to the train to operate safely within a certain time and space range. Through the mobile authorization, the farthest position that the train can travel, the allowed speed limit and related operating conditions can be limited to ensure that the train runs safely within the authorized range.

[0038] S130. Through the on-board transportation control subsystem, when the train is converted from normal operation to degraded operation, a second movement authorization is determined based on the first movement authorization and the second real-time position information during the conversion, and the train operation is controlled based on the second movement authorization; the second real-time position information is determined by the on-board transportation control subsystem in combination with the trackside passive transponder.

[0039] In the embodiment of the present invention, the degraded operation of the train can be understood as the interruption of the train-to-ground communication, or the interruption of both the train-to-ground communication and the train-to-train communication, or the failure of the ground control subsystem, which is not limited here.

[0040] In this step, during the degraded operation of the train, the onboard operation control subsystem can determine the second real-time position information of the train by combining its own positioning function with the position of the trackside passive transponder obtained from the trackside passive transponder. The second real-time position information can be information indicating the position of the train in real time when the train is degraded.

[0041] In this step, when the train is converted from normal operation to degraded operation, the onboard transportation control subsystem can determine the first movement authorization used when the train is converted from normal operation to degraded operation, and use it as the movement authorization during conversion; the onboard transportation control subsystem can retract the first movement authorization during conversion by a certain safety distance, and calculate the second movement authorization based on the second real-time position information and the retracted first movement authorization during conversion through its own perception function, and control the train to run safely and smoothly automatically from the position indicated by the second real-time position information to the parking point indicated by the second movement authorization based on the second movement authorization. Among them, the second movement authorization can be the movement authorization that controls the operation of the train when the train is degraded.

[0042] The technical solution of the embodiment of the present invention controls the train operation through a train operation control system composed of a ground control subsystem, a trackside passive transponder and an onboard operation control subsystem; the ground part only includes the ground control subsystem; the onboard part is integrated into the onboard operation control subsystem; the trackside part eliminates traditional axle counters / track circuits and signal machines, and only configures passive transponders to meet the control of normal train operation and degraded train operation. The train operation control system adopted by this solution greatly simplifies and integrates the architecture of each part of the system while meeting the requirements for train operation control, effectively reducing the cost of train operation control.

[0043] The steps included in the above train operation control system and train operation control method are described in detail through the following content:

[0044] Figure 3 Schematic diagram of a train operation control system provided according to the first embodiment of the present invention. Figure 3 As shown in the figure, the system includes a ground control subsystem, a trackside passive transponder and an onboard operation control subsystem. Among them, the ground control subsystem integrates functions such as train management, train operation plan management, and train supervision. The onboard operation control subsystem includes onboard automatic train protection (ATP), onboard automatic train operation (ATO), Beidou satellite and active perception part. The active perception part is realized by depth camera and secondary radar. Figure 3 The system shown in FIG. 1 and the steps included in the train operation control method are described as follows.

[0045] The following is a detailed description of the S110:

[0046] In one embodiment, determining the initial position information of the train when it is powered on by the onboard transportation control subsystem, and obtaining the train operation plan from the ground control subsystem based on the initial position information and the train registration application includes:

[0047] The on-board transportation control subsystem uses Beidou satellite positioning and on-board electronic maps to determine the initial position information of the train when it is powered on;

[0048] Transmitting the initial position information and the train registration application to the ground control subsystem through the onboard transportation control subsystem, wherein the train registration application includes the train identification of the train;

[0049] By means of the ground control subsystem, when it is determined that the train identifier exists in the train database and the pre-cancellation position information of the train stored in the train database is verified with the initial position information, the train is registered and the registration result of the train and the train operation plan are fed back to the on-board transportation control subsystem;

[0050] The registration result and train operation plan of the train are obtained through the on-board transportation control subsystem.

[0051] Figure 4 is a schematic diagram of implementing train registration according to the first embodiment of the present invention, combined with Figure 4 The above process is explained as follows:

[0052] The Beidou satellite in the on-board operation control subsystem can be used to locate the train's initial location. Since the data format corresponding to the line information in the on-board electronic map is consistent with the data format corresponding to the location information obtained by Beidou satellite positioning, the location information obtained by Beidou satellite positioning can be decoded to the corresponding position in the on-board electronic map to obtain the initial location information when the train is powered on.

[0053] Through the on-board traffic control subsystem, a connection can be established with the ground control subsystem through vehicle-ground wireless communication, and the initial position information and train registration application (i.e. Figure 4 In step 2), the train registration application includes the train identification of the train, that is, the train ID.

[0054] In the ground control subsystem, a train database pre-configured by operators (i.e. Figure 4 In step 1), the train database includes the ID of the required operating train, the registration status (registered, unregistered), the total number of trains, the position information before cancellation, etc. Among them, the position information before cancellation can be the last position information of the train before cancellation obtained by the ground control subsystem.

[0055] Through the ground control subsystem, it can be determined whether the train ID in the train registration application exists in the train database. If so, it is further determined whether the pre-cancellation position information corresponding to the train ID in the train registration application is basically consistent with the initial position information. If so, the verification is passed; if the verification is passed, the train is registered to include the train in the scope of train operation management, so as to track the real-time position information of the train in real time, and send the train operation plan of the train to the on-board transportation control subsystem according to the train operation diagram, and transmit the registration result of the train to the on-board transportation control subsystem (i.e. Figure 4 Step 3).

[0056] The on-board operation control subsystem can obtain the train operation plan transmitted by the ground control subsystem.

[0057] The following is a detailed description of the method for determining the first real-time location information and the second real-time location information:

[0058] In one embodiment, the first real-time location information or the second real-time location information is determined based on the Beidou satellite positioning in the on-board transportation control subsystem and the on-board train automatic protection ATP speed and distance measurement, combined with the location of the trackside passive transponder.

[0059] During the operation of the train, both the first real-time position information under normal operation and the second real-time position information under degraded operation can be determined in the same way, and for the sake of convenience are collectively referred to as real-time position information here.

[0060] During the operation of the train, the Beidou satellite in the on-board operation control subsystem can locate and obtain position information. The on-board ATP can further correct and supplement the train's position information through speed and distance measurement. Combined with the position of the trackside passive transponder obtained by the on-board operation control subsystem from the trackside passive transponder, the real-time position information can be comprehensively determined.

[0061] The following is a detailed description of S120, which is the normal operation of the train:

[0062] In one embodiment, determining, by the onboard transportation control subsystem, the first movement authorization based on the train operation plan and the first real-time location information includes:

[0063] By means of the on-board transportation control subsystem, the train operation plan is analyzed using the on-board electronic map, and a plurality of stop points corresponding to the train operation plan are marked, wherein the plurality of stop points include the operation stop stations and the operation destination of the train;

[0064] A first movement authorization is determined through the vehicle-borne transportation control subsystem within a first distance range from the position indicated by the first real-time position information to a next parking point corresponding to the first real-time position information.

[0065] The step of determining the first movement authorization can be executed by the on-board ATP in the on-board transportation control subsystem. Specifically: the on-board ATP can use the on-board electronic map to parse the train operation plan, and determine at which locations in the on-board electronic map the train normally needs to stop as indicated by the train operation plan, that is, determine multiple stopping points; the on-board ATP can determine in the on-board electronic map the location where the train needs to stop next, corresponding to the location indicated by the first real-time location information, as the next stopping point; the on-board ATP can calculate the first movement authorization within a first distance range from the location indicated by the first real-time location information to the next stopping point through vehicle-to-vehicle communication and vehicle-to-ground communication combined with its own perception function.

[0066] Based on the first movement authorization obtained by the on-board ATP calculation, the on-board ATO can control the train to run safely and smoothly automatically from the position indicated by the first real-time position information to the next stopping point based on the first movement authorization.

[0067] The onboard transportation control subsystem may repeatedly perform the operations of determining the next stopping point, calculating the first movement authorization, and controlling the train to run to the next stopping point until the train runs to the destination indicated by the train operation plan.

[0068] In one embodiment, the process of determining the first movement authorization includes at least one of the following situations:

[0069] Case 1: When it is determined based on vehicle-to-vehicle communication that there are other communication trains within the first distance range, the first movement authorization is retracted according to the other communication trains until the other communication trains leave the first distance range, and the first movement authorization is restored;

[0070] Case 2: when it is determined based on the perception module that there is an obstacle at a first set distance from the position indicated by the first real-time position information, the first movement authorization is retracted according to the obstacle; the first set distance is smaller than the first distance range;

[0071] Case 3: When it is determined that there is a turnout at the second set distance of the position indicated by the first real-time position information and the turnout position is incorrect, the first movement authorization is retracted according to the turnout until the turnout position is corrected based on vehicle-ground communication and interaction with the external turnout system, and the first movement authorization is restored; the second set distance is smaller than the first distance range;

[0072] Case 4: When warning information about the existence of a non-communication train within the first distance range is obtained from the ground control subsystem based on vehicle-to-ground communication, the method for determining the first movement authorization is adjusted.

[0073] For situation 1, the calculation of the first movement authorization includes communication with other communication trains running ahead. If it is detected that there are other communication trains within the first distance range, the authorization range of the first movement authorization is retracted to a certain safe distance from the rear end of the other communication train until the other communication train leaves the first distance range and the first movement authorization is restored. Restoring the first movement authorization can be understood as restoring the parking point indicated by the current movement authorization to the parking point indicated by the first movement authorization.

[0074] For the second case, the calculation of the first movement authorization includes the perception of obstacles. Figure 3 If the active perception in the train determines that there is an obstacle at a first set distance in front of the position indicated by the first real-time position information, the first movement authorization is retracted, and deceleration or emergency braking is used to ensure that the train can stop safely before reaching the obstacle.

[0075] For situation three, the calculation of the first movement authorization includes communication with the external turnout system. If it is determined that there is a turnout at the second set distance in front of the position indicated by the first real-time position information and the turnout position is incorrect, the authorization range of the first movement authorization is retracted to a certain safe distance from the turnout, and the external turnout system is requested to change the turnout position to be correct; if the information that the turnout position is correct is not received from the external turnout system within a certain period of time, the train is controlled to stop safely before reaching the turnout according to the retracted first movement authorization; if the information that the turnout position is correct is received from the external turnout system within a certain period of time, the first movement authorization is restored. Among them, the external turnout system can be an external turnout system that interacts with the train operation control system of the embodiment of the present invention, which is used for turnout management. The setting of the second set distance should take into account the emergency braking when the train does not receive the feedback of the correct turnout position information according to the prescribed speed limit, to ensure that the train stops safely before reaching the turnout, and to consider the safety margin under certain communication delays and the maximum action time of the turnout.

[0076] Furthermore, the interaction with the external turnout system based on vehicle-ground communication includes: transmitting a turnout position change instruction to the external turnout system based on vehicle-ground communication, so that the external turnout system adjusts the turnout to the correct position according to the turnout position change instruction when the turnout is not occupied.

[0077] The switch position change instruction may be an instruction for changing the switch position. The onboard transportation control subsystem transmits the switch position change instruction to the external switch system; the external switch system determines the position to which the switch should be changed based on the switch position change instruction, and whether the switch is occupied by other trains, and adjusts the switch to the correct position if it is not occupied, and feeds back the correct switch position information to the onboard transportation control subsystem.

[0078] Figure 5 FIG. 1 is a schematic diagram of the interaction between a vehicle-mounted transportation control subsystem and an external turnout system according to Embodiment 1 of the present invention. Figure 5 As shown, train 1 and train 2 are running in opposite directions. Train 1 and train 2 are connected to each other through their own onboard transportation control subsystems. Figure 5 The interaction with the turnout system (i.e., the external turnout system) in the system includes the following steps:

[0079] 1. When train 1 reaches a position D1 (D1 is the second set distance) away from the P01 turnout area, it transmits a turnout position change instruction to the turnout system; at this time, train 2 is greater than D2 (D2 is the second set distance) away from the P01 turnout area, and will not affect train 1;

[0080] 2. Based on the switch position change instruction of Train 1, the switch system determines that the P01 switch area is idle, changes the switch position of the P01 switch area to the correct position, updates the status of the P01 switch area to be occupied by Train 1, and feeds back the correct switch position information to Train 1;

[0081] 3. Train 1 continues to run, and the distance to the P01 turnout area is less than D1. Train 1 exchanges information with the turnout system that the P01 turnout area is occupied by train 1;

[0082] 4. During the execution of step 3, train 2 runs to the turnout area D2 away from P01, and train 2 transmits a turnout position change instruction to the turnout system;

[0083] 5. Based on the switch position change instruction of Train 2, the switch system determines that the P01 switch area has been occupied by Train 1, and feeds back the information that the switch position change failed to Train 2;

[0084] 6. Train 1 continues to run and leaves the P01 turnout area. Train 1 transmits the departure information to the turnout system, so that the turnout system updates the status of the P01 turnout area to the idle state.

[0085] 7. When train 2 is at a distance less than or equal to D2 from the P01 turnout area, train 2 transmits a turnout position change instruction to the turnout system;

[0086] 8. Based on the switch position change instruction of Train 2, the switch system determines that the P01 switch area is idle, changes the switch position of the P01 switch area to the correct position, updates the status of the P01 switch area to be occupied by Train 2, and feeds back the correct switch position information to Train 2.

[0087] For situation 4, the calculation of the first movement authorization includes communication with the ground control subsystem. If a warning message is received from the ground control subsystem that there is a non-communication train within the first distance range, the method of determining the first movement authorization is adjusted to ensure that the train will not collide with the non-communication train. Among them, the non-communication train can be a degraded train, that is, the train-to-ground communication is disconnected, or both the train-to-ground communication and the train-to-train communication are disconnected.

[0088] Further, adjusting the method for determining the first mobile authorization includes:

[0089] If the train is an adjacent train of the non-communication train, determining a radar detection distance to the non-communication train based on a perception module, transmitting the radar detection distance to the ground control subsystem, and adjusting the first movement authorization based on the radar detection distance;

[0090] If the train is a non-adjacent train of the non-communication train, the first movement authorization is adjusted based on the non-communication train position management information obtained from the ground control subsystem and combined with the position information of the adjacent trains of the train; the non-communication train position management information is determined by the ground control subsystem based on the radar detection distance.

[0091] Figure 6 is a schematic diagram of vehicle-ground interaction when a non-communication train exists according to Embodiment 1 of the present invention, Figure 6 is Figure 2 Based on the above, the train 3 is disconnected from the ground and becomes a non-communication train. Figure 6 The content shown illustrates the adjustment of the first mobile authorization, including the following steps:

[0092] 1. When the ground control subsystem detects that a registered train has been actively deregistered and lost communication due to abnormal reasons, that is, it determines that there is a non-communication train, it will transmit the warning information of the existence of the non-communication train to the on-board transportation control subsystems of all trains interacting with the ground control subsystem, such as to trains 1, 2, and 4; wherein the warning information may include the train ID of the non-communication train, i.e., train 3.

[0093] 2. The on-board transportation control subsystem that receives the warning information transmitted by the ground control subsystem adjusts the method for determining the first movement authorization. The adjustment principle is based on the maximum detection distance of the secondary radar, and controls the train operation according to a certain speed limit;

[0094] The onboard traffic control subsystem detects the adjacent trains in front and behind through the secondary radar, and determines whether the train detected by the radar is a non-communication train through the train ID of the non-communication train. If so, the train is an adjacent train of the non-communication train, that is, train 2 and train 4; otherwise, the train is a non-adjacent train of the non-communication train, that is, train 1;

[0095] If the train is an adjacent train of a non-communication train, that is, Train 2 and Train 4, the radar detection distance from the non-communication train can be determined based on the secondary radar, and the radar detection distance determined by each can be transmitted to the ground control subsystem, so that the ground control subsystem can determine the position management information of the non-communication train according to the radar detection distance transmitted by each adjacent train; if the non-communication train is within the first distance range of the adjacent train, such as the adjacent train 2, then Train 2 needs to adjust the first movement authorization based on the radar detection distance determined by Train 2, and use deceleration or emergency braking to ensure that the train can stop safely before reaching the non-communication train; if the non-communication train is not within the first distance range of the adjacent train, such as the adjacent train 4, then Train 4 does not need to adjust the first movement authorization.

[0096] 3. If the train is a non-adjacent train of a non-communication train, that is, Train 1, then based on the non-communication train position management information obtained from the ground control subsystem and combined with the position information of Train 1's adjacent train, that is, Train 2, the first movement authorization is adjusted based on the position tracking of Train 3 and Train 2 under normal operating conditions.

[0097] The following is a detailed description of S130, which is the case of train degraded operation:

[0098] In one embodiment, determining the second movement authorization based on the first movement authorization and the second real-time position information during the conversion by the vehicle-borne transportation control subsystem includes:

[0099] Determine, by means of the vehicle-borne transportation control subsystem, a parking point during conversion corresponding to the first movement authorization during conversion, and retract the parking point during conversion to set a safety distance to obtain a target parking point;

[0100] A second movement authorization is determined through the vehicle-borne transportation control subsystem within a second distance range from the position indicated by the second real-time position information to the target parking point.

[0101] The step of determining the second movement authorization can be executed by the on-board ATP in the on-board transportation control subsystem. Specifically: the on-board ATP can use the parking point indicated by the first movement authorization during the conversion as the parking point during the conversion, set a safety distance for the parking point during the conversion to obtain the target parking point, and there is no limit on the setting of the safety distance; the on-board ATP can determine the second movement authorization through its own perception function within the second distance range from the position indicated by the second real-time position information to the target parking point.

[0102] On the basis of the second movement authorization obtained by the on-board ATP calculation, the on-board ATO can control the train to run safely and smoothly automatically from the position indicated by the second real-time position information to the stopping point indicated by the second movement authorization based on the second movement authorization.

[0103] In one embodiment, the process of determining the second movement authorization includes at least one of the following situations:

[0104] In the case where it is determined by the perception module that there are other trains, obstacles or switches in incorrect positions at a third set distance from the position indicated by the second real-time position information, the second movement authorization is retracted according to the content at the third set distance; the third set distance is smaller than the second distance range;

[0105] When it is determined based on the train operation plan that there is a platform within the second distance range, the second movement authorization is retracted according to the platform.

[0106] During the calculation of the second movement authorization, if the perception module determines that there are other trains, obstacles or switches in incorrect positions at a third set distance in front of the position indicated by the second real-time position information, the second movement authorization is retracted, such as retracting to a certain safe distance from the rear end of other trains, retracting to a certain safe distance from obstacles, or retracting to a certain safe distance from switches, and using deceleration or emergency braking to ensure that the train can stop safely before reaching the content at the third set distance.

[0107] During the calculation of the second movement authorization, if it is determined that there is a platform within the second distance range, the second movement authorization is retracted, such as retracting to the parking point of the platform to wait for manual boarding or manually driving the train according to the dispatching command.

[0108] The following is an explanation of the method for establishing the vehicle-mounted electronic map in the embodiment of the present invention:

[0109] The on-board electronic map in the embodiment of the present invention can be divided into virtual track sections according to the positioning information of the Beidou satellite of the on-board operation control subsystem. Among them, the virtual track section is only divided for the precise parking requirement area such as the platform, and the boundary of the virtual track section is determined according to the positioning information of the Beidou satellite combined with the position offset information of the passive transponder beside the track, and the corresponding slope, curve and speed limit information are superimposed.

[0110] The technical solution of the embodiment of the present invention makes the information interaction in the system more flexible and convenient. According to the train operation plan established by the ground control subsystem, through the vehicle-to-ground communication and vehicle-to-vehicle communication channels, in conjunction with Beidou satellites, active perception combined with on-board ATP and on-board ATO, the train can be operated more intelligently and autonomously and safely. This solution strengthens the autonomous operation function of active perception in train operation control, making the train an independent intelligent entity. At the same time, it has the ability to continue to establish a connection with the ground control subsystem through a vehicle-to-vehicle-to-ground mode after the vehicle-to-ground communication is interrupted, greatly improving the reliability of information interaction.

[0111] The technical solution of the embodiment of the present invention is flatter, lighter, and more integrated in terms of system architecture. The ground part only has a ground control subsystem and no station-level equipment, so information interaction is more flexible, convenient, and has low latency. The equipment configuration is more streamlined, with only passive transponders on the trackside and no other basic equipment or related cables, achieving almost zero operation and maintenance requirements on the trackside.

[0112] The technical solution of the embodiment of the present invention has greatly reduced the cost of system equipment and the cost of pre-station buildings, and has enhanced the ability of trains to operate autonomously on the basis of the safety and reliability of train operation control. It is completely consistent with the low-cost, small-volume, traffic connection, flexible operation, and multi-standard attributes of low-capacity rail transit, and is of great significance for promoting the development of low-capacity rail transit train operation control systems.

[0113] Embodiment 2

[0114] Figure 7 1 is a schematic diagram of the structure of a train operation control system provided according to the second embodiment of the present invention. This embodiment is applicable to the situation of train operation control. Figure 7 As shown, the system includes a ground control subsystem 71, a trackside passive transponder 72 and a vehicle-mounted transportation control subsystem 73;

[0115] The onboard traffic control subsystem 73 is used to determine the initial position information of the train when it is powered on, and obtain the train operation plan from the ground control subsystem 71 based on the initial position information and the train registration application;

[0116] The on-board transportation control subsystem 73 is used to determine a first movement authorization based on the train operation plan and the first real-time position information when the train is operating normally, and control the train operation based on the first movement authorization; the first real-time position information is determined by the on-board transportation control subsystem 73 in combination with the trackside passive transponder 72;

[0117] The on-board transportation control subsystem 73 is used to determine the second movement authorization based on the first movement authorization and the second real-time position information during the conversion when the train converts from normal operation to degraded operation, and control the operation of the train based on the second movement authorization; the second real-time position information is determined by the on-board transportation control subsystem 73 in combination with the trackside passive transponder 72.

[0118] The technical solution of the embodiment of the present invention controls the train operation through a train operation control system composed of a ground control subsystem, a trackside passive transponder and an onboard operation control subsystem; the ground part only includes the ground control subsystem; the onboard part is integrated into the onboard operation control subsystem; the trackside part eliminates traditional axle counters / track circuits and signal machines, and only configures passive transponders to meet the control of normal train operation and degraded train operation. The train operation control system adopted by this solution greatly simplifies and integrates the architecture of each part of the system while meeting the requirements for train operation control, effectively reducing the cost of train operation control.

[0119] Furthermore, the onboard transportation control subsystem is used to determine the initial position information of the train when it is powered on by using Beidou satellite positioning and the onboard electronic map;

[0120] The on-board transportation control subsystem is used to transmit the initial position information and the train registration application to the ground control subsystem, wherein the train registration application includes the train identification of the train;

[0121] The ground control subsystem is used to register the train and feed back the registration result and train operation plan of the train to the on-board transportation control subsystem when it is determined that the train identifier exists in the train database and the pre-cancellation position information of the train stored in the train database is verified with the initial position information;

[0122] The on-board transportation control subsystem is used to obtain the registration result and train operation plan of the train.

[0123] Furthermore, the first real-time position information or the second real-time position information is determined based on the Beidou satellite positioning in the on-board transportation control subsystem and the on-board train automatic protection ATP speed and distance measurement, combined with the location of the trackside passive transponder.

[0124] Furthermore, the vehicle-mounted transportation control subsystem is specifically used for:

[0125] Analyzing the train operation plan using an on-board electronic map, marking a plurality of stop points corresponding to the train operation plan, wherein the plurality of stop points include a stop station and a destination of the train;

[0126] A first movement authorization is determined within a first distance range from the position indicated by the first real-time location information to a next parking point corresponding to the first real-time location information.

[0127] Further, in the process of determining the first mobile authorization, at least one of the following situations is included:

[0128] In the case where it is determined based on vehicle-to-vehicle communication that there are other communication trains within the first distance range, retracting the first movement authorization according to the other communication trains until the other communication trains leave the first distance range and then restoring the first movement authorization;

[0129] In a case where it is determined based on the perception module that there is an obstacle at a first set distance from the position indicated by the first real-time position information, retracting the first movement authorization according to the obstacle; the first set distance is smaller than the first distance range;

[0130] When it is determined that there is a turnout at a second set distance from the position indicated by the first real-time position information and the turnout position is incorrect, the first movement authorization is retracted according to the turnout until the turnout position is corrected based on vehicle-ground communication and interaction with an external turnout system, and the first movement authorization is restored; the second set distance is smaller than the first distance range;

[0131] In the case where warning information that a non-communication train exists within the first distance range is obtained from the ground control subsystem based on vehicle-to-ground communication, the method for determining the first movement authorization is adjusted.

[0132] Furthermore, based on the vehicle-ground communication, the system interacts with the external turnout system, including:

[0133] A switch position change instruction is transmitted to an external switch system based on vehicle-to-ground communication, so that the external switch system adjusts the switch to a correct position according to the switch position change instruction when the switch is not occupied.

[0134] Further, adjusting the method for determining the first mobile authorization includes:

[0135] If the train is an adjacent train of the non-communication train, determining a radar detection distance to the non-communication train based on a perception module, transmitting the radar detection distance to the ground control subsystem, and adjusting the first movement authorization based on the radar detection distance;

[0136] If the train is a non-adjacent train of the non-communication train, the first movement authorization is adjusted based on the non-communication train position management information obtained from the ground control subsystem and combined with the position information of the adjacent trains of the train; the non-communication train position management information is determined by the ground control subsystem based on the radar detection distance.

[0137] Furthermore, the vehicle-mounted transportation control subsystem is specifically used for:

[0138] Determine a parking point during conversion corresponding to the first movement authorization during conversion, and retract the parking point during conversion to set a safety distance to obtain a target parking point;

[0139] A second movement authorization is determined within a second distance range from the position indicated by the second real-time position information to the target parking point.

[0140] Further, in the process of determining the second mobile authorization, at least one of the following situations is included:

[0141] In the case where it is determined by the perception module that there are other trains, obstacles or switches in incorrect positions at a third set distance from the position indicated by the second real-time position information, the second movement authorization is retracted according to the content at the third set distance; the third set distance is smaller than the second distance range;

[0142] When it is determined based on the train operation plan that there is a platform within the second distance range, the second movement authorization is retracted according to the platform.

[0143] The train operation control system provided in the embodiment of the present invention can execute the train operation control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0144] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps described in the present invention can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution of the present invention can be achieved, and this document does not limit this.

[0145] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A train operation control method, characterized in that: Applied to a train operation control system, the system includes a ground control subsystem, a trackside passive transponder and an onboard operation control subsystem, and the method includes: Determine the initial position information of the train when it is powered on through the onboard transportation control subsystem, and obtain the train operation plan from the ground control subsystem based on the initial position information and the train registration application; By means of the on-board transportation control subsystem, when the train is operating normally, a first movement authorization is determined based on the train operation plan and the first real-time location information, and the train operation is controlled based on the first movement authorization; the first real-time location information is determined by the on-board transportation control subsystem in combination with the trackside passive transponder; Through the on-board transportation control subsystem, when the train is converted from normal operation to degraded operation, the second movement authorization is determined based on the first movement authorization and the second real-time position information during the conversion, and the train operation is controlled based on the second movement authorization; the second real-time position information is determined by the on-board transportation control subsystem in combination with the trackside passive transponder.

2. The method according to claim 1, characterized in that Determining the initial position information of the train when it is powered on by the onboard transportation control subsystem, and obtaining the train operation plan from the ground control subsystem based on the initial position information and the train registration application, including: The on-board transportation control subsystem uses Beidou satellite positioning and on-board electronic maps to determine the initial position information of the train when it is powered on; Transmitting the initial position information and the train registration application to the ground control subsystem through the onboard transportation control subsystem, wherein the train registration application includes the train identification of the train; By means of the ground control subsystem, when it is determined that the train identifier exists in the train database and the pre-cancellation position information of the train stored in the train database is verified with the initial position information, the train is registered and the registration result of the train and the train operation plan are fed back to the on-board transportation control subsystem; The registration result and train operation plan of the train are obtained through the on-board transportation control subsystem.

3. The method according to claim 1, characterized in that The first real-time position information or the second real-time position information is determined based on the Beidou satellite positioning in the on-board transportation control subsystem and the on-board train automatic protection ATP speed and distance measurement, combined with the location of the trackside passive transponder.

4. The method according to claim 1, characterized in that Determining, by the onboard transportation control subsystem, a first movement authorization based on the train operation plan and the first real-time position information, includes: By means of the on-board transportation control subsystem, the train operation plan is analyzed using the on-board electronic map, and a plurality of stop points corresponding to the train operation plan are marked, wherein the plurality of stop points include the operation stop stations and the operation destination of the train; A first movement authorization is determined through the vehicle-borne transportation control subsystem within a first distance range from the position indicated by the first real-time position information to a next parking point corresponding to the first real-time position information.

5. The method according to claim 4, characterized in that In the process of determining the first movement authorization, at least one of the following situations is included: In the case where it is determined based on vehicle-to-vehicle communication that there are other communication trains within the first distance range, retracting the first movement authorization according to the other communication trains until the other communication trains leave the first distance range and then restoring the first movement authorization; In a case where it is determined based on the perception module that there is an obstacle at a first set distance from the position indicated by the first real-time position information, retracting the first movement authorization according to the obstacle; the first set distance is smaller than the first distance range; When it is determined that there is a turnout at a second set distance from the position indicated by the first real-time position information and the turnout position is incorrect, the first movement authorization is retracted according to the turnout until the turnout position is corrected based on vehicle-ground communication and interaction with an external turnout system, and the first movement authorization is restored; the second set distance is smaller than the first distance range; In the case where warning information that a non-communication train exists within the first distance range is obtained from the ground control subsystem based on vehicle-to-ground communication, the method for determining the first movement authorization is adjusted.

6. The method according to claim 5, characterized in that Interaction with external turnout systems based on vehicle-ground communication, including: A switch position change instruction is transmitted to an external switch system based on vehicle-to-ground communication, so that the external switch system adjusts the switch to a correct position according to the switch position change instruction when the switch is not occupied.

7. The method according to claim 5, characterized in that Adjusting the method for determining the first mobile authorization includes: If the train is an adjacent train of the non-communication train, determining a radar detection distance to the non-communication train based on a perception module, transmitting the radar detection distance to the ground control subsystem, and adjusting the first movement authorization based on the radar detection distance; If the train is a non-adjacent train of the non-communication train, the first movement authorization is adjusted based on the non-communication train position management information obtained from the ground control subsystem and combined with the position information of the adjacent trains of the train; the non-communication train position management information is determined by the ground control subsystem based on the radar detection distance.

8. The method according to claim 1, characterized in that Determining the second movement authorization based on the first movement authorization and the second real-time position information during the conversion by the vehicle-borne transportation control subsystem includes: Determine, by means of the vehicle-borne transportation control subsystem, a parking point during conversion corresponding to the first movement authorization during conversion, and retract the parking point during conversion to set a safety distance to obtain a target parking point; A second movement authorization is determined through the vehicle-borne transportation control subsystem within a second distance range from the position indicated by the second real-time position information to the target parking point.

9. The method according to claim 8, characterized in that In the process of determining the second movement authorization, at least one of the following situations is included: In the case where it is determined by the perception module that there are other trains, obstacles or switches in incorrect positions at a third set distance from the position indicated by the second real-time position information, the second movement authorization is retracted according to the content at the third set distance; the third set distance is smaller than the second distance range; When it is determined based on the train operation plan that there is a platform within the second distance range, the second movement authorization is retracted according to the platform.

10. A train operation control system, characterized in that: It includes ground control subsystem, trackside passive transponder and vehicle-mounted transportation control subsystem; The onboard transportation control subsystem is used to determine the initial position information of the train when it is powered on, and obtain the train operation plan from the ground control subsystem based on the initial position information and the train registration application; The on-board transportation control subsystem is used to determine a first movement authorization based on the train operation plan and the first real-time position information when the train is operating normally, and control the operation of the train based on the first movement authorization; the first real-time position information is determined by the on-board transportation control subsystem in combination with the trackside passive transponder; The on-board transportation control subsystem is used to determine the second movement authorization based on the first movement authorization and the second real-time position information during the conversion when the train converts from normal operation to degraded operation, and control the operation of the train based on the second movement authorization; the second real-time position information is determined by the on-board transportation control subsystem in combination with the trackside passive transponder.

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