Train backup mode operation control system and point type backup method

Abstract

The invention discloses an operation control system of a train backup mode and a point type backup method, and the system comprises a transponder group which is arranged in a station; the ground electronic unit board card is arranged in train control interlocking integrated equipment, the ground electronic unit board card is connected with the transponder group, the ground electronic unit board card sends message information of different routes to the transponder group, a train passes through the transponder group, the message information of the different routes in the transponder group is obtained, and the message information of the different routes in the transponder group is sent to the ground electronic unit board card. The efficiency of the train entering and passing through the station is improved. According to the invention, the line data and the authorization range are extended from the interval to the station, so that the limitation that the station cannot run at the line allowable speed in the backup mode in the prior art is solved, and the requirement that the whole line runs at a high speed according to the line allowable speed in the backup mode is met.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to an operation control system and a point backup method of a train backup mode of a new train autonomous operation control system based on Beidou positioning. Background Art

[0002] The new train autonomous operation control system based on Beidou positioning will control the train to brake and stop after the on-board equipment detects that the communication with the ground is interrupted. The driver will confirm that there is no car ahead and enter the temporary speed limit before switching to backup mode. When the backup mode is running in the section, the on-board equipment uses the block authorization information package [CTCS-14], in conjunction with the line speed information package [ETCS-27] and the line slope information package [ETCS-21] to calculate the target distance curve.

[0003] Since the station signal conditions cannot be obtained, the block authorization information package [CTCS-14], line speed information package [ETCS-21] and line slope information package [ETCS-27] can only describe the station entry signal ahead. The on-board equipment slows down to the fixed speed limit (20km / h) before the end of the block authorization to enter the station, which seriously affects the efficiency of the train entering the station or passing through the station. Summary of the invention

[0004] The purpose of the present invention is to provide a train backup mode operation control system and a point backup method of a new train autonomous operation control system based on Beidou positioning. It aims to solve the problem that in the backup mode of the prior art, the information packet obtained by the on-board equipment can only be described to the front station entry signal, and the on-board equipment slows down to a fixed speed limit before the block authorization end, which seriously affects the efficiency of the train entering the station or passing the station.

[0005] To achieve the above object, the present invention is implemented through the following technical solutions:

[0006] On the one hand, the present invention provides an operation control system of a train backup mode, which is used in a train autonomous operation control system based on Beidou positioning, comprising:

[0007] A transponder group, which is installed at the signal machine in the station or outside the signal machine;

[0008] A ground electronic unit board, which is arranged in the train control interlocking integrated device, and the ground electronic unit board is connected to the transponder group;

[0009] The other components in the train control and interlocking integrated equipment except the ground electronic unit board will obtain the signal status and route information in the station, perform encoding conversion, obtain the message information of different routes, and transmit it to the ground electronic unit board. The ground electronic unit board sends the message information of different routes to the transponder group. The train passes through the transponder group and obtains the message information of different routes in the transponder group.

[0010] Preferably, the transponder group includes:

[0011] An entry transponder group is set at the entry signal to provide the train with entry information;

[0012] The reverse approach transponder group is set at the reverse approach signal to provide reverse approach information to the train.

[0013] Preferably, the transponder group further includes:

[0014] An advance station entry transponder group is arranged outside the station entry signal, and the distance between the station entry signal and the station entry signal is the maximum braking distance from the maximum allowable speed of the train to zero, and is used to announce the train entry signal;

[0015] The reverse station entry transponder group is arranged on the outside of the reverse station entry signal, and the distance between it and the reverse station entry signal is the maximum braking distance from the maximum allowable speed of the train to zero, and is used to announce the reverse station entry signal of the train.

[0016] Preferably, the transponder group further includes:

[0017] The outbound transponder group is set at the outbound signal machine and is used to send outbound information to the train or announce the reverse outbound signal at the other end of the corresponding track;

[0018] The reverse exit transponder group is set at the reverse exit signal and is used to send reverse exit information to the train or to announce the corresponding exit signal at the other end of the track.

[0019] Preferably, the inbound transponder group, the reverse inbound transponder group, the pre-announced inbound transponder group, the pre-announced reverse inbound transponder group, the outbound transponder group and the reverse outbound transponder group all include: an active transponder and a passive transponder.

[0020] Preferably, the message sent by the active balise to the train includes a mobile authorization information packet, an in-station balise link information packet, a line speed information packet and an absolute stop information packet set according to the signals of each signal machine in the station and the route status information of the train;

[0021] The message sent by the passive balise to the train includes: a line gradient information packet and a section balise link information packet.

[0022] On the other hand, the present invention also provides a point backup method of a train backup mode, which is implemented by using the above-mentioned operation control system of the train backup mode, and the method comprises:

[0023] A transponder group is set at the train station, and a ground electronic unit board is set in the train control interlocking integrated equipment. When the train passes through the transponder group, the message information of different routes in the transponder group is obtained to realize the point-by-point movement authorization of the train and the acquisition of related information.

[0024] Preferably, the transponder group includes: an entry transponder group, which is arranged at the entry signal, and when the train passes the entry signal, the entry transponder group sends the message information related to the entry to the train's on-board equipment; a reverse entry transponder group, which is arranged at the reverse entry signal, and when the train passes the reverse entry signal, the reverse entry transponder group sends the message information related to the reverse entry to the train's on-board equipment; an advance entry transponder group, which is arranged on the outside of the entry signal, and the distance from the entry signal is the maximum braking distance from the maximum allowable speed of the train to zero, and is used to advance the train's entry signal; an advance reverse entry transponder A group is arranged on the outside of the reverse entry signal, and the distance between it and the reverse entry signal is the maximum braking distance from the maximum allowable speed of the train to zero, which is used to announce the reverse entry signal of the train; an exit transponder group is arranged at the exit signal, and is used to send exit information to the train or announce the corresponding reverse exit signal at the other end of the track; a reverse exit transponder group is arranged at the reverse exit signal, and is used to send reverse exit information to the train or announce the corresponding exit signal at the other end of the track; the train passes through different transponder groups and obtains corresponding different approach information messages to realize the point-type mobile authorization of the backup mode of the on-board equipment of the train autonomous operation control system.

[0025] The station entry transponder group, the reverse station entry transponder group, the pre-announcement station entry transponder group, the pre-announcement reverse station entry transponder group, the station exit transponder group and the reverse station exit transponder group all include: an active transponder, the message sent by the active transponder to the train includes a movement authorization information packet, an in-station transponder link information packet, a line speed information packet and an absolute stop information packet set according to the signals of each signal machine in the station and the route status information of the train; a passive transponder, the message sent by the passive transponder to the train includes a line slope information packet and a section transponder link information packet;

[0026] The train passes through the active balise and obtains the route information message of the signal machine in front of the train.

[0027] Preferably, the mobile authorization information packets in different transponder groups are configured with different data ranges corresponding to the transponder groups according to the route type and route direction of the train.

[0028] Preferably, when the train route type is lateral train reception or mainline train reception and the train running direction is forward, the data range corresponding to the advance station entry transponder group includes two sections: the first section is from the advance station entry transponder group to the station entry signal, and the second section is from the station entry signal to the train route protection terminal signal;

[0029] When the train's route type is mainline passing and the train's running direction is forward, the data range corresponding to the advance entry transponder group includes two intervals: the first interval is from the advance entry transponder group to the entry signal of the current station, and the second interval is from the entry signal of the current station to the entry signal of the next station.

[0030] Preferably, when the train route type is lateral train reception or main line train reception and the train running direction is reverse, the data range corresponding to the advance reverse station entry transponder group includes two sections: the first section is from the advance reverse station entry transponder group to the reverse station entry signal, and the second section is from the reverse station entry signal to the train route protection terminal signal;

[0031] When the train's route type is passing through the main line and the train's running direction is reverse, the data range corresponding to the said advance reverse entry transponder group includes two intervals: the first interval is from the said advance reverse entry transponder group to the reverse entry signal of the current station, and the second interval is from the reverse entry signal of the current station to the reverse entry signal of the next station.

[0032] Preferably, when the train route type is lateral train reception or mainline train reception and the train running direction is forward, the data range corresponding to the station entry transponder group includes: the section from the station entry transponder group to the train route protection terminal signal machine;

[0033] When the train's approach type is mainline passing and the train's running direction is forward, the data range corresponding to the entry transponder group includes two intervals: the first interval is from the entry transponder group to the current station's receiving route protection terminal signal, and the second interval is from the current station's receiving route protection terminal signal to the entry signal of the next station.

[0034] Preferably, when the train route type is lateral train reception or main line train reception and the train running direction is reverse, the data range corresponding to the reverse station entry transponder group includes: the section from the reverse station entry transponder group to the train route protection terminal signal machine;

[0035] When the train's approach type is mainline passing and the train's running direction is reverse, the data range corresponding to the reverse entry transponder group includes two intervals: the first interval is from the reverse entry transponder group to the current station's receiving route protection terminal signal, and the second interval is from the current station's receiving route protection terminal signal to the reverse entry signal at the next station.

[0036] Preferably, when the route type of the train is departure and the running direction of the train is forward, the data range corresponding to the outbound transponder group includes: the section from the outbound transponder group to the inbound signal of the station ahead;

[0037] When the train route type is siding or main line, and the train running direction is reverse, the data range corresponding to the outbound transponder group includes two sections: the first section is from the outbound transponder group to the outbound signal at the other end of the track, and the second section is from the outbound signal at the other end of the track to the inbound signal at the station ahead;

[0038] When the train's route type is lateral line or main line and the train's running direction is reverse, the data range corresponding to the exit transponder group includes: the section from the exit transponder group to the train entry route protection terminal signal.

[0039] Preferably, when the route type of the train is departure and the running direction of the train is reverse, the data range corresponding to the reverse exit transponder group includes: the section from the reverse exit transponder group to the station entrance signal of the station ahead;

[0040] When the train route type is siding or main line, and the train running direction is forward, the data range corresponding to the reverse exit transponder group includes two sections: the first section is from the reverse exit transponder group to the exit signal at the other end of the track, and the second section is from the exit signal at the other end of the track to the entry signal at the station ahead;

[0041] When the train's route type is lateral line or main line and the train's running direction is forward, the data range corresponding to the reverse exit transponder group includes: the section from the reverse exit transponder group to the train route protection terminal signal.

[0042] Preferably, when the train receiving route is not established, the active transponders in the pre-announcement station entry transponder group and the pre-announcement reverse station entry transponder group send empty messages to the train; the active transponders in the station entry transponder group and the reverse station entry transponder group send the absolute stop information packet in the train receiving direction to the train;

[0043] When the train receiving route is established, the active transponders in the pre-arrival transponder group and the pre-arrival reverse station arrival transponder group send the mobile authorization information packet of the pre-arrival direction authorization to the train, and the active transponders in the station arrival transponder group and the reverse station arrival transponder group send the mobile authorization information packet of the train receiving route authorization to the train.

[0044] Preferably, the active transponders in the outbound transponder group and the reverse outbound transponder group send unidirectional messages to the train according to the train receiving route status and the train departure route status when the train passes.

[0045] Preferably, when the communication between the active transponder and the ground electronic unit is interrupted or the communication between the train control interlocking integrated device and the ground electronic unit is interrupted, the active transponder sends a preset default message to the train when the train passes by.

[0046] Compared with the prior art, the present invention has the following beneficial effects:

[0047] 1. The present invention provides a train backup mode operation control system, which combines active transponders on the basis of the existing backup mode, extends the line data and authorization range from the section to the station, solves the limitation of the existing technology that in the backup mode, the station cannot drive at the line-allowed speed within the station, and realizes the requirement of high-speed driving of the entire line in the backup mode according to the line-allowed speed;

[0048] 2. The train backup mode operation control system and point backup method of the present invention do not require the driver to visually enter the station for a long time, which greatly reduces the driver's driving fatigue and greatly improves the driver's driving operation specifications in the backup mode;

[0049] 3. The present invention improves the efficiency of trains entering and passing through stations in the backup mode by setting a small number of devices such as a transponder group. The system does not add new operation modes and is configurable, low-cost and highly flexible.

[0050] 4. The present invention ensures that the train runs in a fault scenario through the active balise default message and the absolute stop message. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the technical solution of the present invention, the following briefly introduces the drawings required for the description. Obviously, the drawings described below are an embodiment of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work:

[0052] Figure 1 A schematic diagram of transponder arrangement provided in one embodiment of the present invention;

[0053] Figure 2A schematic diagram of segmented mobile authorization provided by an embodiment of the present invention;

[0054] Figure 3 A schematic diagram of a main line or side vehicle connection provided by an embodiment of the present invention;

[0055] Figure 4 A schematic diagram of track departure provided by an embodiment of the present invention;

[0056] Figure 5 A schematic diagram of a main line passing through provided in one embodiment of the present invention. DETAILED DESCRIPTION

[0057] The following is combined with Figure 1-5 The operation control system and point backup method of the train backup mode proposed in the present invention are further described in detail with specific implementation methods. According to the following description, the advantages and features of the present invention will be clearer. It should be noted that the drawings are in a very simplified form and use non-precise proportions, which are only used to conveniently and clearly assist in explaining the purpose of the implementation method of the present invention. In order to make the purpose, features and advantages of the present invention more obvious and easy to understand, please refer to the drawings. It should be noted that the structure, proportion, size, etc. illustrated in the drawings of this specification are only used to match the content disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the limiting conditions for the implementation of the present invention, so they have no technical substantive significance. Any modification of the structure, change in the proportional relationship or adjustment of the size, without affecting the effect that the present invention can produce and the purpose that can be achieved, should still fall within the scope of the technical content disclosed by the present invention.

[0058] In view of the backup mode of the existing technology, the information packets obtained by the on-board equipment can only describe the station entry signal ahead. The on-board equipment slows down to a fixed speed limit before the end of the block authorization, which seriously affects the efficiency of the train entering the station or passing through the station.

[0059] On the one hand, reference Figure 1As shown, this embodiment provides an operation control system of a train backup mode, which is used in a train autonomous operation control system based on Beidou positioning, including: a transponder group, which is arranged at the signal machine in the station or on the outside of the signal machine; a ground electronic unit board LEU (Lineside Electronic Unit), which is arranged in the train control interlocking integrated equipment, the ground electronic unit board is connected to the transponder group, and other components in the train control interlocking integrated equipment except the ground electronic unit board will obtain the signal machine status and route information in the station, perform encoding conversion, obtain message information of different routes, and transmit it to the ground electronic unit board, the ground electronic unit board sends the message information of different routes to the transponder group, and the train passes through the transponder group to obtain the message information of different routes in the transponder group.

[0060] The transponder group includes: an entry transponder group, which is arranged at the entry signal to provide entry information to the train; and a reverse entry transponder group, which is arranged at the reverse entry signal to provide reverse entry information to the train.

[0061] In this embodiment, the transponder group also includes: an advance entry transponder group, which is arranged on the outside of the entry signal, and the distance between it and the entry signal is the maximum braking distance from the maximum allowable speed of the train to zero, and is used to advance the train's entry signal; an advance reverse entry transponder group, which is arranged on the outside of the reverse entry signal, and the distance between it and the reverse entry signal is the maximum braking distance from the maximum allowable speed of the train to zero, and is used to advance the train's reverse entry signal.

[0062] In this embodiment, the transponder group also includes: an exit transponder group, which is arranged at the exit signal, and is used to send exit information to the train or to announce the corresponding reverse exit signal at the other end of the track; a reverse exit transponder group, which is arranged at the reverse exit signal, and is used to send reverse exit information to the train or to announce the corresponding exit signal at the other end of the track.

[0063] The inbound transponder group, the reverse inbound transponder group, the pre-announced inbound transponder group, the pre-announced reverse inbound transponder group, the outbound transponder group and the reverse outbound transponder group all include: an active transponder and a passive transponder.

[0064] The messages sent by the active transponder to the train include mobile authorization information packets, station transponder link information packets, line speed information packets and absolute stop information packets set according to the signals of each signal in the station and the route status information of the train; the messages sent by the passive transponder to the train include: line slope information packets, section transponder link information packets.

[0065] On the other hand, the present embodiment also provides a point backup method for a train backup mode, which is implemented using the above-mentioned train backup mode operation control system. The method includes: setting a transponder group at a train station, setting a ground electronic unit board in the train control interlocking integrated equipment, and the train passes through the transponder group to obtain message information of different routes in the transponder group to achieve point movement authorization of the train and acquisition of related information.

[0066] The message sent by the active transponder to the train includes a mobile authorization information package, an in-station transponder link information package, a line speed information package, and an absolute stop information package set according to the signals of each signal in the station and the route status information of the train. The content and sending timing of these messages are precisely controlled according to the operation scenario of the train (such as main line or side line train reception, track departure, main line passing, side line passing, etc.) and signal status (such as signal open, closed, etc.). The train passes the active transponder and obtains the route information message of the signal in front of the train. The message sent by the passive transponder to the train includes a line slope information package and a section transponder link information package.

[0067] In order to distinguish the existing backup mode block authorization information package [CTCS-14], the active balise of the point-type backup station uses the mobile authorization information package [ETCS-12] to continue the authorization within the station. Compared with the block authorization information package [CTCS-14], the mobile authorization information package [ETCS-12] can be divided into multiple sections for description, which is suitable for the flexible processing of message information by the on-board equipment. For a schematic diagram of the segment division of the mobile authorization MA (MovementAuthority), please refer to Figure 2 described.

[0068] The content of the mobile authorization information package [ETCS-12] in this embodiment is specifically shown in the following Table 1:

[0069] Table 1

[0070]

[0071]

[0072]

[0073] Among them, V_MAIN: the value is the maximum allowed speed of the line; V_LOA, Q_SECTIONTIMER(k), Q_SECTIONTIMER, Q_ENDTIMER, Q_DANGERPOINT, Q_OVERLAP are all 0; T_LOA is 1023.

[0074] The mobile authorization information packets in different transponder groups set different data ranges corresponding to the transponder groups according to the route type and route direction of the train.

[0075] refer to Figure 1 and Figure 2 As shown, the message information package and data range of the transponder group controlled by the train control interlocking integrated device are introduced in detail as follows:

[0076] (1) In this embodiment, when the train route type is side-on or main-line, and the train's running direction is forward, the data range corresponding to the advance entry transponder group includes two sections: the first section is from the advance entry transponder group to the entry signal, and the second section is from the entry signal to the train route protection terminal signal. When the train route type is main-line passing and the train's running direction is forward, the data range corresponding to the advance entry transponder group includes two sections: the first section is from the advance entry transponder group to the entry signal of the current station, and the second section is from the entry signal of the current station to the entry signal of the next station.

[0077] The information package and data range of the active transponder in the advance station transponder group [YGJZ] are shown in Table 2 below:

[0078] Table 2

[0079]

[0080]

[0081] (2) In this embodiment, when the train route type is side-on or main-line connection and the train's running direction is reverse, the data range corresponding to the advance reverse station entry transponder group includes two sections: the first section is from the advance reverse station entry transponder group to the reverse station entry signal, and the second section is from the reverse station entry signal to the train route protection terminal signal. When the train route type is main-line passing and the train's running direction is reverse, the data range corresponding to the advance reverse station entry transponder group includes two sections: the first section is from the advance reverse station entry transponder group to the reverse station entry signal at the current station, and the second section is from the reverse station entry signal at the current station to the reverse station entry signal at the next station.

[0082] The information package and data range of the active transponder in the anti-entry transponder group [YGFJZ] are shown in Table 3 below:

[0083] Table 3

[0084]

[0085]

[0086] (3) In this embodiment, when the train route type is side-on or mainline, and the train's running direction is forward, the data range corresponding to the station-entry transponder group includes: the section from the station-entry transponder group to the receiving train route protection terminal signal. When the train route type is mainline passing and the train's running direction is forward, the data range corresponding to the station-entry transponder group includes two sections: the first section is from the station-entry transponder group to the receiving train route protection terminal signal at the current station, and the second section is from the receiving train route protection terminal signal at the current station to the station-entry signal at the next station.

[0087] The information package and data range of the active transponder in the inbound transponder group [JZ] are shown in Table 4 below:

[0088] Table 4

[0089]

[0090]

[0091] (4) In this embodiment, when the train route type is side-on or main-line, and the train's running direction is reverse, the data range corresponding to the reverse station transponder group includes: the section from the reverse station transponder group to the receiving train route protection terminal signal. When the train route type is main-line passing and the train's running direction is reverse, the data range corresponding to the reverse station transponder group includes two sections: the first section is from the reverse station transponder group to the receiving train route protection terminal signal at the current station, and the second section is from the receiving train route protection terminal signal at the current station to the reverse station signal at the station ahead.

[0092] The information package and data range of the active transponder in the reverse inbound transponder group [FJZ] are shown in Table 5 below:

[0093] Table 5

[0094]

[0095]

[0096] (5) In this embodiment, when the train route type is departure and the train's running direction is forward, the data range corresponding to the exit transponder group includes: the section from the exit transponder group to the entrance signal of the station ahead. When the train route type is siding passing or main line passing and the train's running direction is reverse, the data range corresponding to the exit transponder group includes two sections: the first section is from the exit transponder group to the exit signal at the other end of the track, and the second section is from the exit signal at the other end of the track to the entrance signal of the station ahead. When the train route type is siding receiving or main line receiving and the train's running direction is reverse, the data range corresponding to the exit transponder group includes: the section from the exit transponder group to the receiving vehicle route protection terminal signal.

[0097] The information packet and data range of the active transponder in the outbound transponder group [CZ] are shown in Table 6 below:

[0098] Table 6

[0099]

[0100]

[0101] The transponder link information packets [ETCS-5] in Table 2-6 above are all intra-station transponder link information packets. Meanwhile, the inter-station transponder link information packets in the message sent by the passive transponder in this embodiment are also [ETCS-5].

[0102] (6) In this embodiment, when the train route type is departure and the train's running direction is reverse, the data range corresponding to the reverse exit transponder group includes: the section from the reverse exit transponder group to the entrance signal of the station ahead. When the train route type is siding passing or main line passing and the train's running direction is forward, the data range corresponding to the reverse exit transponder group includes two sections: the first section is from the reverse exit transponder group to the exit signal at the other end of the track, and the second section is from the exit signal at the other end of the track to the entrance signal of the station ahead. When the train route type is siding receiving or main line receiving and the train's running direction is forward, the data range corresponding to the reverse exit transponder group includes: the section from the reverse exit transponder group to the receiving vehicle route protection terminal signal.

[0103] The information packet and data range of the active transponder in the reverse outbound transponder group [FCZ] are shown in Table 7 below:

[0104] Table 7

[0105]

[0106]

[0107] In this embodiment, the timing of sending the active balise message of the station controlled by the train control interlocking integrated equipment is described in detail as follows:

[0108] (1) When the pick-up route is not established, the active transponders in the pre-arrival transponder group [YGJZ] and the pre-arrival reverse station-entry transponder group [YGFJZ] send empty messages to the train; the active transponders in the station-entry transponder group [JZ] and the pre-arrival reverse station-entry transponder group [FJZ] send the absolute stop information packet of the pick-up direction to the train. When the pick-up route is established, the active transponders in the pre-arrival transponder group and the pre-arrival reverse station-entry transponder group send the mobile authorization information packet of the pre-arrival direction authorization to the train, and the active transponders in the station-entry transponder group and the pre-arrival reverse station-entry transponder group send the mobile authorization information packet of the pick-up route authorization to the train. As shown in Table 8 below:

[0109] Table 8

[0110]

[0111] (2) The active balises in the outbound balise group [CZ] send unidirectional messages according to the route status of the receiving and dispatching vehicles, as shown in Table 9 below:

[0112] Table 9

[0113]

[0114]

[0115] (3) The active balise in the reverse outbound balise group [FCZ] sends a unidirectional message according to the route status of the receiving and dispatching vehicles, as shown in Table 10 below:

[0116] Table 10

[0117]

[0118] (4) Default message

[0119] The LEU and active balise send default messages only when the communication between the active balise and the LEU is interrupted or when the communication between the train control interlocking integrated device and the LEU is interrupted.

[0120] (5) Transponder Link Response

[0121] For the forward station transponder group [JZ] / reverse station transponder group [FJZ] / exit transponder group [CZ] / reverse exit transponder group [FCZ] of the protection signal (here the protection signal refers to the station entry signal and the exit signal), when they are linked, the link reaction should be described as "when the link fails, 01 = common brake". When other transponder groups (in this embodiment, the advance station entry transponder group and the advance reverse station entry transponder group) are linked, the link reaction is "when the link fails, 10 = no reaction".

[0122] The following combination Figure 3-5 The specific implementation example when the train passes through the station introduces the operation control system of the train backup mode and the point backup method in detail:

[0123] (1) Mainline or sideline vehicle reception

[0124] refer to Figure 3 As shown, the train uses the movement authorization information package [CTCS-14] and line data given by the interval virtual transponder, and takes the entry signal as the authorization end point, calculates the mode curve to control the train, and when the train runs to the advance entry transponder group, if the X signal is open, the advance entry transponder group sends the X-S3 route movement authorization information package to the train, and the train movement authorization end point is updated to the X3 signal. The train enters the station at a speed not higher than the route speed limit and stops at 3G.

[0125] If the X signal is not open when the train runs to the advance station entry balise group, the end point of the movement authorization remains unchanged when passing the advance station entry balise group, and the train still uses the station entry signal as the target point for movement authorization.

[0126] After the signal is opened, the driver presses the confirmation button, and the train enters the station at a speed not higher than the fixed opening speed V (consistent with the current BS mode processing). When passing the station entry transponder group, the station entry transponder group sends the train a movement authorization information packet of the X-S3 approach, and the train movement authorization end point is updated to the X3 signal. The train enters the station at a speed not higher than the approach speed limit and stops at 3G.

[0127] (2) Departure from track

[0128] refer to Figure 4 As shown, when the track departs, after the departure signal is opened, the driver switches to BS mode and drives the train at a speed not higher than the fixed opening speed V to approach the X3 signal. When passing the active transponder at the X3 signal, the train receives the mobile authorization information packet sent by the outbound transponder group, and the train will move forward with the entry signal of the next station as the authorized destination.

[0129] If the departure signal is not on, but the driver drives the train out of the station, the outbound transponder group should send a CTCS-5 absolute stop package.

[0130] (3) Main line passes

[0131] refer to Figure 5 As shown, in the case of mainline passing, if the train has completed the route processing before approaching the station, the train control interlocking integrated equipment selects the corresponding message, the train will pass through the station within the line speed limit, and the next station entry signal will be used as the authorized end point to control the train operation.

[0132] In the case of a transfer, after entering the station, the train will first move forward with the XI signal as the authorized end point. If the XI departure signal is open before the train passes the SI balise group, the train will obtain a mobile authorization update at the SI balise group, and the authorized end point will be updated to the next station's entry signal. If it is not open before then, the train will obtain a mobile authorization update at the SI balise group, and the authorized end point will be updated to the exit signal at the other end of the track, and the authorization will be updated after passing the XI exit balise group.

[0133] (4) Side line passing

[0134] Referring to the approach locking principle, for small-numbered switches, the condition for departure approach locking is track occupancy.

[0135] In the case of siding, when both the entry and exit signals are open, the authorized length of the active transponders in the advance entry transponder group and the entry transponder group is only to the exit blocking signal.

[0136] Update the authorization at the reverse outbound balise group to the entry signal at the next station.

[0137] (5) Signal off

[0138] When the train receives the absolute stop information packet [CTCS-5] at the station entry and exit transponder, emergency braking is applied only in the backup mode, and there is no response in other modes (including visual mode).

[0139] (6) Proximity Lock

[0140] In order to prevent the danger of unlocking the forward approach after passing the advance entry transponder group, the existing approach locking logic is maintained.

[0141] If the vehicle stops for some reason after passing the advance entry transponder group, so that the delayed unlocking time is exceeded, resulting in the danger of manual unlocking of the entry route but the vehicle authorization is still there, the following protection scheme is adopted:

[0142] The mobile authorization information packets in the virtual transponder and the physical transponder (the virtual transponder is the transponder existing in the train autonomous operation control system based on Beidou positioning, and the physical transponder is each transponder in the transponder group provided above in this embodiment) are updated in the order of receipt.

[0143] After parking, delete L_ENDSECTION in the mobile authorization information package [ETCS-12] of the physical transponder, and L_SECTION is still available.

[0144] Output-related restrictions: When the operator cancels or changes an open route, he should notify the driver to stop the vehicle before operating.

[0145] (7) Fault scenario - parking

[0146] When the train stops for some reason, the L_ENDSECTION in the mobile authorization information package [ETCS-12] of the physical balise is deleted, and the L_SECTION is still available. That is, when in the section, the mobile authorization before the stop is still maintained after the stop; after the advance entry balise group is passed, the authorization after the front protection signal is deleted after the stop, and the train is only allowed to run to the front protection signal, and after the driver's confirmation, it is allowed to run at a fixed opening speed not higher than 20km / h.

[0147] (8) Fault scenario - Communication interruption between the active transponder and the ground electronic unit board LEU or communication interruption between the train control interlocking integrated device and the ground electronic unit board LEU

[0148] Considering the interruption of communication between the balise and the ground electronic unit board LEU and the interruption of communication between the train control interlocking integrated equipment and the ground electronic unit board LEU, when a fault occurs, the corresponding balise default message and LEU default message are sent.

[0149] The vehicle-mounted side processes the default message in the same way as parking. If the authorization used in the backup mode comes from an active transponder, the vehicle-mounted device deletes L_ENDSECTION in the mobile authorization information package [ETCS-12] after receiving the default message, and L_SECTION is still available.

[0150] That is, when the advance entry balise group receives the default message, the train can still run to the protective signal ahead, and after confirmation by the driver, it can be allowed to run at a speed not higher than the fixed opening speed V.

[0151] When a default message is received in front of the protection signal, the train will brake because the previous authorization has been deleted.

[0152] (9) Failure scenario - transponder loss

[0153] If the balise before the guard signal is lost after the advance entry balise group is passed, the onboard equipment will output the brake through the link reaction described in the message. There will be no reaction if other balises are lost.

[0154] In summary, the present embodiment proposes a train backup mode operation control system, which combines active transponders on the basis of the existing backup mode to extend the line data and authorization scope from the section to the station, thereby solving the limitation of the prior art that in the backup mode, the station cannot drive at the permitted speed of the line within the station, and realizes the requirement of high-speed driving of the entire line according to the permitted speed of the line in the backup mode; the train backup mode operation control system and point backup method of the present embodiment do not require the driver to visually enter the station for a long time, which greatly reduces the driver's driving fatigue and greatly improves the driver's driving operation specifications in the backup mode; the present embodiment improves the efficiency of the train entering and passing the station in the backup mode by setting a small number of equipment such as transponder groups. The system does not add new operation modes and is configurable, with low cost and strong flexibility; the present embodiment ensures that the train runs in a fault scenario through the active transponder default message and absolute stop message.

[0155] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0156] It should be noted that the devices and methods disclosed in the embodiments of this article can also be implemented in other ways. The device implementation described above is only schematic. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the devices, methods and computer program products according to multiple embodiments of this article. In this regard, each box in the flowchart or block diagram can represent a part of a module, program or code, and the module, program segment or part of the code contains one or more executable instructions for implementing the specified logical function, and the module, program segment or part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of boxes in the block diagram and / or flowchart can be implemented by a dedicated hardware-based system for performing a specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions.

[0157] In addition, the functional modules in the various embodiments of this document may be integrated together to form an independent part, or each module may exist independently, or two or more modules may be integrated to form an independent part.

[0158] Although the content of the present invention has been described in detail through the above preferred embodiments, it should be appreciated that the above description should not be considered as a limitation of the present invention. After reading the above content, it will be apparent to those skilled in the art that various modifications and substitutions of the present invention will occur. Therefore, the protection scope of the present invention should be limited by the appended claims.

Claims

1. A train backup mode operation control system, characterized in that: It is used in the train autonomous operation control system based on Beidou positioning, including: A transponder group, which is installed at the signal machine in the station or outside the signal machine; A ground electronic unit board, which is arranged in the train control interlocking integrated device, and the ground electronic unit board is connected to the transponder group; The other components in the train control and interlocking integrated equipment except the ground electronic unit board will obtain the signal status and route information in the station, perform encoding conversion, obtain the message information of different routes, and transmit it to the ground electronic unit board. The ground electronic unit board sends the message information of different routes to the transponder group. The train passes through the transponder group and obtains the message information of different routes in the transponder group.

2. The train backup mode operation control system according to claim 1, characterized in that: The transponder set comprises: An entry transponder group is set at the entry signal to provide the train with entry information; The reverse approach transponder group is set at the reverse approach signal to provide reverse approach information to the train.

3. The train backup mode operation control system according to claim 2, characterized in that: The transponder set also includes: An advance station entry transponder group is arranged outside the station entry signal, and the distance between the station entry signal and the station entry signal is the maximum braking distance from the maximum allowable speed of the train to zero, and is used to announce the train entry signal; The reverse station entry transponder group is arranged on the outside of the reverse station entry signal, and the distance between it and the reverse station entry signal is the maximum braking distance from the maximum allowable speed of the train to zero, and is used to announce the reverse station entry signal of the train.

4. The train backup mode operation control system according to claim 3, characterized in that: The transponder set also includes: The outbound transponder group is set at the outbound signal machine and is used to send outbound information to the train or to announce the reverse outbound signal at the other end of the corresponding track; The reverse exit transponder group is set at the reverse exit signal and is used to send reverse exit information to the train or to announce the corresponding exit signal at the other end of the track.

5. The train backup mode operation control system according to claim 4, characterized in that: The inbound transponder group, the reverse inbound transponder group, the pre-announced inbound transponder group, the pre-announced reverse inbound transponder group, the outbound transponder group and the reverse outbound transponder group all include: an active transponder and a passive transponder.

6. The train backup mode operation control system according to claim 5, characterized in that: The message sent by the active balise to the train includes a mobile authorization information packet, an in-station balise link information packet, a line speed information packet and an absolute stop information packet set according to the signals of each signal machine in the station and the route status information of the train; The message sent by the passive balise to the train includes: a line gradient information packet and a section balise link information packet.

7. A point backup method for a train backup mode, characterized in that: The method is implemented by using the operation control system of the train backup mode as described in any one of claims 1 to 6, and the method comprises: A transponder group is set at the train station, and a ground electronic unit board is set in the train control interlocking integrated equipment. When the train passes through the transponder group, the message information of different routes in the transponder group is obtained to realize the point-by-point movement authorization of the train and the acquisition of related information.

8. The point backup method of the train backup mode as claimed in claim 7, characterized in that: The transponder group includes: an entry transponder group, which is arranged at the entry signal, and when the train passes the entry signal, the entry transponder group sends the message information related to the entry to the train's on-board equipment; a reverse entry transponder group, which is arranged at the reverse entry signal, and when the train passes the reverse entry signal, the reverse entry transponder group sends the relevant message information of the reverse entry to the train's on-board equipment; an advance entry transponder group, which is arranged at the outside of the entry signal, and the distance from the entry signal is the maximum braking distance from the maximum allowable speed of the train to zero, and is used to advance the train's entry signal; the advance reverse entry transponder group, It is arranged outside the reverse station entry signal, and the distance from the reverse station entry signal is the maximum braking distance from the maximum allowable speed of the train to zero, and is used to announce the reverse station entry signal of the train; the exit transponder group is arranged at the exit signal, and is used to send exit information to the train or announce the corresponding reverse exit signal at the other end of the track; the reverse exit transponder group is arranged at the reverse exit signal, and is used to send reverse exit information to the train or announce the corresponding exit signal at the other end of the track; the train passes through different transponder groups and obtains corresponding different route information messages to realize the point-type mobile authorization of the backup mode of the on-board equipment of the train autonomous operation control system; The station entry transponder group, the reverse station entry transponder group, the pre-announcement station entry transponder group, the pre-announcement reverse station entry transponder group, the station exit transponder group and the reverse station exit transponder group all include: an active transponder, the message sent by the active transponder to the train includes: a movement authorization information packet set according to the signals of each signal machine in the station and the route status information of the train, an in-station transponder link information packet, a line speed information packet and an absolute stop information packet; a passive transponder, the message sent by the passive transponder to the train includes: a line slope information packet and a section transponder link information packet; The train passes through the active balise and obtains the route information message of the signal machine in front of the train.

9. The point backup method of the train backup mode according to claim 8, characterized in that: The mobile authorization information packets in different transponder groups set different data ranges corresponding to the transponder groups according to the route type and route direction of the train.

10. The point backup method of the train backup mode according to claim 9, characterized in that: When the train route type is side-on or main-line, and the train's running direction is forward, the data range corresponding to the advance entry transponder group includes two sections: the first section is from the advance entry transponder group to the entry signal, and the second section is from the entry signal to the train route protection terminal signal; When the train's route type is mainline passing and the train's running direction is forward, the data range corresponding to the advance entry transponder group includes two intervals: the first interval is from the advance entry transponder group to the entry signal of the current station, and the second interval is from the entry signal of the current station to the entry signal of the next station.

11. The point backup method of the train backup mode according to claim 9, characterized in that: When the train route type is side-on or main-line, and the train's running direction is reverse, the data range corresponding to the reverse-entry transponder group includes two sections: the first section is from the reverse-entry transponder group to the reverse-entry signal, and the second section is from the reverse-entry signal to the train route protection terminal signal; When the train's route type is passing through the main line and the train's running direction is reverse, the data range corresponding to the said advance reverse entry transponder group includes two intervals: the first interval is from the said advance reverse entry transponder group to the reverse entry signal of the current station, and the second interval is from the reverse entry signal of the current station to the reverse entry signal of the next station.

12. The point backup method of the train backup mode according to claim 9, characterized in that: When the train route type is lateral train reception or mainline train reception, and the train running direction is forward, the data range corresponding to the station entry transponder group includes: the section from the station entry transponder group to the train route protection terminal signal; When the train's approach type is mainline passing and the train's running direction is forward, the data range corresponding to the entry transponder group includes two intervals: the first interval is from the entry transponder group to the current station's receiving route protection terminal signal, and the second interval is from the current station's receiving route protection terminal signal to the entry signal of the next station.

13. The point backup method of the train backup mode according to claim 9, characterized in that: When the train route type is lateral train reception or main line train reception and the train running direction is reverse, the data range corresponding to the reverse station entry transponder group includes: the section from the reverse station entry transponder group to the train route protection terminal signal; When the train's approach type is mainline passing and the train's running direction is reverse, the data range corresponding to the reverse entry transponder group includes two intervals: the first interval is from the reverse entry transponder group to the current station's receiving route protection terminal signal, and the second interval is from the current station's receiving route protection terminal signal to the reverse entry signal at the next station.

14. The point backup method of the train backup mode according to claim 9, characterized in that: When the route type of the train is departure and the running direction of the train is forward, the data range corresponding to the outbound transponder group includes: the section from the outbound transponder group to the inbound signal of the station ahead; When the train route type is siding or main line, and the train running direction is reverse, the data range corresponding to the outbound transponder group includes two sections: the first section is from the outbound transponder group to the outbound signal at the other end of the track, and the second section is from the outbound signal at the other end of the track to the inbound signal at the station ahead; When the train's route type is lateral line or main line and the train's running direction is reverse, the data range corresponding to the exit transponder group includes: the section from the exit transponder group to the train entry route protection terminal signal.

15. The point backup method of the train backup mode according to claim 9, characterized in that: When the route type of the train is departure and the running direction of the train is reverse, the data range corresponding to the reverse exit transponder group includes: the section from the reverse exit transponder group to the station entrance signal of the station ahead; When the train route type is siding or main line, and the train running direction is forward, the data range corresponding to the reverse exit transponder group includes two sections: the first section is from the reverse exit transponder group to the exit signal at the other end of the track, and the second section is from the exit signal at the other end of the track to the entry signal at the station ahead; When the train's route type is lateral line or main line and the train's running direction is forward, the data range corresponding to the reverse exit transponder group includes: the section from the reverse exit transponder group to the train route protection terminal signal.

16. The point backup method of the train backup mode according to claim 8, characterized in that: When the train receiving route is not established, the active transponders in the advance arrival transponder group and the advance reverse arrival transponder group send empty messages to the train; The active transponders in the station entry transponder group and the reverse station entry transponder group send the absolute stop information packet in the train receiving direction to the train; When the train receiving route is established, the active transponders in the pre-arrival transponder group and the pre-arrival reverse station arrival transponder group send the mobile authorization information packet of the pre-arrival direction authorization to the train, and the active transponders in the station arrival transponder group and the reverse station arrival transponder group send the mobile authorization information packet of the train receiving route authorization to the train.

17. The point backup method of the train backup mode according to claim 8, characterized in that: The active transponders in the outbound transponder group and the reverse outbound transponder group send unidirectional messages to the train according to the train receiving route status and the train departure route status when the train passes by.

18. The point backup method of the train backup mode according to claim 8, characterized in that: When the communication between the active transponder and the ground electronic unit is interrupted or the communication between the train control interlocking integrated device and the ground electronic unit is interrupted, the active transponder sends a preset default message to the train when the train passes by.

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