Method for determining train grade switching position and RBC switching position

Abstract

The invention provides a method for determining a train grade switching position and an RBC switching position, and relates to the technical field of train control. The method comprises the following steps: acquiring a first running direction signal, and judging whether the first running direction signal is valid or not; if the first operation signal is valid, determining to calculate a grade conversion position and an RBC switching position of the train based on a first calculation mode; if the first running signal is invalid, acquiring a second running direction signal, and judging whether the second running direction signal is valid or not; and if the second running direction signal is valid, determining the grade switching position and the RBC switching position based on a second calculation mode. According to the method, the availability of vehicle-mounted equipment can be improved, the software universality is enhanced, and the operation efficiency of a train is improved.

Description

Technical Field

[0001] The present application relates to the field of train control technology, and in particular to a method for determining a train grade conversion position and an RBC switching position. Background Art

[0002] In recent years, the railway department has started operating double-headed EMUs to increase transportation capacity. However, the passenger flow of the same EMU varies greatly in different regions. Some EMUs adopt the decoupling and recoupling operation mode within the station, which increases the frequency of decoupling and recoupling operations and puts higher requirements on the operation time. The on-board equipment after decoupling needs to be put into operation quickly.

[0003] To shorten operation time during on-site switching or unspooling tasks, non-service-side onboard equipment should be powered on in advance and enter normal operation after the driver activates the cab. In the CTCS train control system, sleep mode is used to manage remotely controlled non-service-side onboard equipment. Onboard equipment in sleep mode must maintain key data monitoring and perform functions such as train positioning, speed and distance measurement, and recording level conversion and RBC switching information.

[0004] Whether the onboard equipment is in sleep mode or not is not a sufficient condition for calculating the level change position and the RBC switching position. Current methods for calculating the switching position rely on a single signal, such as the train direction signal or the non-host train direction signal. When these signals are invalid, the switching point position cannot be accurately calculated, affecting the onboard equipment's ability to record level change and RBC switching information, and reducing the equipment's usability. Summary of the Invention

[0005] Based on this, the present application provides a method for determining the train grade conversion position and RBC switching position to improve the versatility of software processing logic and the availability of on-board equipment, and to realize the function of on-board equipment in reconnection conditions to accurately record grade conversion and RBC switching information.

[0006] In a first aspect, an embodiment of the present application provides a method for determining a train grade transition position and a RBC switching position, the method being applied to an onboard device of a non-service end of a train, the non-service end being the end currently in a dormant state; the train being composed of a first sub-train and a second sub-train being reconnected; the method comprising: Obtain a first running direction signal and determine whether the first running signal is valid; if the first running signal is valid, determine the grade conversion position and the RBC switching position of the train based on a first calculation method; if the first running signal is invalid, obtain a second running direction signal and determine whether the second running direction signal is valid; if the second running direction signal is valid, determine the grade conversion position and the RBC switching position based on a second calculation method.

[0007] According to one embodiment of the present application, a method for determining whether the first operation signal is valid includes: The first running direction signal includes four states: forward, backward, stationary and unknown. If the first running direction signal is in the forward, backward or stationary state, it is a valid signal. If the first running direction signal is unknown, it is an invalid signal.

[0008] According to one embodiment of the present application, the first calculation method includes:

[0009]

[0010]

[0011] in, For level conversion position, is the reference balise group position of the train set, is the distance from the reference transponder to the level conversion point after the distance resolution conversion, The starting position of the level conversion confirmation point, The length of the segment confirmed by the external confirmation point after the distance resolution conversion. Switch position for RBC, Switch distance for RBC.

[0012] According to one embodiment of the present application, a method for determining whether the second running direction signal is valid includes: The second running direction signal includes three states: consistent with the direction of the activation end, opposite to it, and unknown. If the second running direction signal is consistent with or opposite to the direction of the activation end, it is a valid signal. If the second running direction signal is unknown, it is an invalid signal; wherein, the activation end is the control port for controlling the operation of the train.

[0013] According to one embodiment of the present application, the second calculation method includes:

[0014]

[0015]

[0016] in, For level conversion position, is the reference balise group position of the train set, is the distance from the reference transponder to the level conversion point after the distance resolution conversion, The starting position of the level conversion confirmation point, The length of the segment confirmed by the external confirmation point after the distance resolution conversion. Switch position for RBC, Switch distance for RBC.

[0017] According to one embodiment of the present application, the method further includes: Determining whether the train enters a transfer area based on an absolute numerical relationship between the train position and the grade transfer position or the RBC switching position; If it is determined that the train has entered the transfer area, the level transfer or RBC switching process is executed.

[0018] According to one embodiment of the present application, a method for determining whether the train enters a transfer area includes: For the service end of the train, if the train position is greater than the absolute value, it is determined that the train enters the transfer area.

[0019] According to one embodiment of the present application, the method of determining whether the train enters the transfer area further includes: For a non-service end that is in the same direction as the activation end of the train, if the train position is greater than the absolute value, it is determined that the train enters the conversion area; For a non-service end in a direction opposite to the activation end of the train, if the train position is less than the absolute value, it is determined that the train enters the conversion area.

[0020] According to one embodiment of the present application, the method further includes: Acquire message information from the responder, perform system version and data consistency verification on the message information, and determine whether to process the level conversion information packet and the RBC switching information packet according to the verification result of the data consistency verification.

[0021] According to one embodiment of the present application, determining the direction validity of the message information includes: The direction of the message information is matched with the current direction of the train or the passing direction of the transponder group of the train, and it is determined whether the level conversion information packet and the RBC switching information packet contain the reference transponder position after distance resolution conversion. Compared with the prior art, the beneficial effects of the present application are: by integrating the train running direction signal and the non-service end train direction signal to calculate the conversion point position, it can still be accurately calculated when a single signal is invalid, ensuring that the on-board equipment can normally record the level conversion and RBC switching information under various working conditions, thereby improving the availability of the on-board equipment. The improved calculation method is applicable to non-service end on-board equipment at different positions under the reconnection working condition, which improves the versatility of the software processing logic, can better meet complex operational needs, and can enhance the versatility of the software. Compared with the operating method of powering on the non-service end on-board equipment after decoupling, the method provided in the embodiment of the present application can shorten the operating time after the end is switched in sleep mode using the on-board equipment using this method, thereby improving the efficiency of railway operations. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 A schematic diagram of the steps of a method for determining a train grade conversion position and an RBC switching position provided in an embodiment of the present application.

[0023] Figure 2 A schematic diagram of the service end and non-service end of a train under a reconnected working condition provided in an embodiment of the present application.

[0024] Figure 3 A flowchart illustrating a method for calculating a conversion position is provided for an embodiment of the present application.

[0025] Figure 4 A schematic diagram of inter-stage transition of a train provided in an embodiment of the present application.

[0026] Figure 5 A schematic diagram of the service end and non-service end of a train in a non-reconnected working condition provided in an embodiment of the present application. DETAILED DESCRIPTION

[0027] The present application is further described in detail below in conjunction with test examples and specific implementation methods. However, this should not be understood as limiting the scope of the above-mentioned subject matter of the present application to the following embodiments. All technologies implemented based on the content of the present application fall within the scope of protection of the present application.

[0028] Unless otherwise specified, in the description of the specific embodiments of this application, the terms indicating the orientation or position relationship such as "up", "down", "left", "right", "center", "inside", "outside", and "side" are based on the expression of the orientation or position relationship shown in the accompanying drawings, or the orientation or position relationship in which the product / device / apparatus is placed when it is usually used. These terms of orientation or position relationship are only for the convenience of describing the scheme of this application or simplifying the description in the specific embodiments to facilitate the technicians to quickly understand the scheme, and do not indicate or imply that a specific device / component / element must have a specific orientation, or be constructed and operated in a specific position relationship, and therefore should not be understood as limiting this application.

[0029] In the description of the embodiments of this application, the technical terms "first," "second," etc., merely distinguish one entity or operation from another and are not to be understood as indicating or implying relative importance or implicitly specifying the quantity, specific order, or primary-secondary relationship of the indicated technical features. In the description of the embodiments of this application, "plurality" means two or more, unless otherwise specifically defined.

[0030] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0031] Please see Figure 1 , Figure 1 A schematic diagram of the steps of a method for determining a train grade conversion position and an RBC switching position provided in an embodiment of the present application. The method for determining a train grade conversion position and an RBC switching position provided in an embodiment of the present application can be applied to on-board equipment of a train that is not a service end, such as an on-board safety computer. A train is composed of a first sub-train and a second sub-train connected in series, and the control port of the train includes a service end and a non-service end, wherein the service end is the end that currently controls the direction of movement of the train, and the non-service end is the end that is currently in a dormant state. Please refer to Figure 2 , Figure 2 This is a schematic diagram of the service end and non-service end of a train under the reconnection condition provided in the embodiment of the present application. Among them, end 1 is the service end, and ends 2, 3, and 4 are non-service ends.

[0032] The method provided in the embodiment of the present application can include the following steps for determining the train grade conversion position and the RBC switching position.

[0033] S1. Obtain a first running direction signal and determine whether the first running signal is valid.

[0034] S2. If the first operation signal is valid, determine the grade conversion position and RBC switching position of the train based on the first calculation method.

[0035] S3. If the first running signal is invalid, obtain a second running direction signal and determine whether the second running direction signal is valid.

[0036] S4. If the second running direction signal is valid, determine the level conversion position and the RBC switching position based on the second calculation method.

[0037] Before implementing the method provided in the embodiment of the present application, it is necessary to first determine the calculation basis of the train position and running direction, and establish a coordinate system with the train direction at the service end 1 as the positive direction. The train running direction is divided into two situations: when the direction handle of the cab at end 1 is forward, the train running direction is forward, the train position increases, the train direction at the non-service end 2 and the non-service end 4 is opposite to the running direction, the train position decreases, the train direction at the non-service end 3 is the same as the running direction, and the train position increases; when the direction handle of the cab at end 1 is backward, the train direction is opposite to the running direction, the train running direction is backward, the train position decreases, the train direction at the non-service end 2 and the non-service end 4 is the same as the running direction, the train position increases, the train direction at the non-service end 3 is opposite to the running direction, and the train position decreases.

[0038] After determining the calculation basis of the train position and running direction, the message information from the balise is obtained, the system version and data consistency check is performed on the message information, and based on the check result of the data consistency check, it is determined whether to process the level conversion information packet and the RBC switching information packet. If the message information from the balise meets the system version check and data consistency check, and the direction in which the information is valid matches the current train heading or the direction in which the balise group passes, if the conditions are not met, the relevant information packet will not be processed; if the conditions are met, the subsequent process will continue, and the inactive end on-board equipment in the sleep mode will record and process the level conversion information packet [ETCS - 41] and the RBC switching information packet [ETCS - 131].

[0039] The first running direction signal may be obtained from a speed and distance measuring unit of the train, and the second running direction signal may be obtained from an interface unit of the train.

[0040] In some embodiments, the method of determining whether the first operation signal is valid in S1 includes: The first running direction signal includes four states: forward, backward, stationary and unknown. If the first running direction signal is in the forward, backward or stationary state, it is a valid signal. If the first running direction signal is unknown, it is an invalid signal.

[0041] For example, if a train sensor malfunctions or loses its signal, such as a speed sensor failure, it may output an "Unknown" signal, unable to detect the train's direction of movement. Another possible output is an "Unknown" signal, if communications are interrupted, such as when the communication link between the onboard equipment and the speed measurement unit is interrupted and the direction signal cannot be obtained. When the first running direction signal is "Unknown," it can be determined that the first running direction signal is invalid, requiring the acquisition of a second running direction signal. This second running direction signal is then used to determine the train's grade change position and RBC switching position.

[0042] Please see Figure 3 , Figure 3 A flow chart of a conversion position calculation method is provided for an embodiment of the present application. For the onboard equipment at the service terminal 1 and the non-service terminal 3, if the first running direction is valid, it can be determined to use the first calculation method to calculate the grade conversion position and RBC switching position of the train. The first calculation method in S2 includes:

[0043]

[0044]

[0045] in, For level conversion position, is the reference balise group position of the train set, is the distance from the reference transponder to the level conversion point after the distance resolution conversion, The starting position of the level conversion confirmation point, The length of the segment confirmed by the external confirmation point after the distance resolution conversion. Switch position for RBC, Switch distance for RBC. and Uses the same dimension as the train position.

[0046] In some embodiments, the method of determining whether the second running direction signal is valid in S3 includes: The second running direction signal includes three states: consistent with the direction of the activation end, opposite to it, and unknown. If the second running direction signal is consistent with or opposite to the direction of the activation end, it is a valid signal. If the second running direction signal is unknown, it is an invalid signal; wherein, the activation end is the control port for controlling the operation of the train.

[0047] Please continue to see Figure 3For the onboard equipment at the non-service end 2 and the non-service end 4, if the second running direction is valid, the second calculation method can be used to calculate the grade transfer position and the RBC switching position of the train. The second calculation method in S4 includes:

[0048]

[0049]

[0050] in, For level conversion position, is the reference balise group position of the train set, is the distance from the reference transponder to the level conversion point after the distance resolution conversion, The starting position of the level conversion confirmation point, The length of the segment confirmed by the external confirmation point after the distance resolution conversion. Switch position for RBC, Switch distance for RBC. and Uses the same dimension as the train position.

[0051] In some embodiments, the method provided in the embodiments of the present application may further include: Based on the absolute numerical relationship between the train position and the grade conversion position or the RBC switching position, it is determined whether the train has entered the conversion area. If it is determined that the train has entered the conversion area, the grade conversion or RBC switching process is executed. Figure 4 , Figure 4 A schematic diagram of a train class transition provided in an embodiment of the present application. The diagram illustrates the process of a class transition from CTCS-3 to CTCS-2, where the onboard equipment receives a class transition information packet at a pre-announced point and calculates the location of the class transition point, including the pre-announced point, execution point, and different zones.

[0052] For example, the method of determining whether the train enters the transfer area includes: For the service end of the train, if the train position is greater than the absolute value, it is determined that the train enters the transfer area.

[0053] For a non-service end that is in the same direction as the activation end of the train, if the train position is greater than the absolute value, it is determined that the train enters the conversion area.

[0054] For a non-service end in a direction opposite to the activation end of the train, if the train position is less than the absolute value, it is determined that the train enters the conversion area.

[0055] Specifically, for onboard equipment at service terminal 1 and non-service terminal 3, the corresponding process is executed when the train position is greater than the corresponding switch point. For onboard equipment at non-service terminal 2 and non-service terminal 4, the corresponding process is executed when the train position is less than the corresponding switch point. When the train direction signal is valid, the train direction signal is used first to calculate the switch point position. If the train direction signal is invalid, the switch point position is calculated based on the non-service terminal train direction signal. If both the train direction signal and the non-service terminal train direction signal are invalid, no level switching or RBC switching is performed. Instead, the event is recorded in the log for analysis by technical personnel after the operation ends, allowing for subsequent system optimization.

[0056] In addition, the method provided in the embodiment of the present application can also be applied to the on-board equipment of the train under non-reconnection working conditions, please refer to Figure 5 , Figure 5 A schematic diagram of the service end and non-service end of a train in a non-reconnected working condition provided in an embodiment of the present application.

[0057] Under non-reconnected operating conditions, for on-board equipment at the service end 1, if the first operating direction is valid, the first calculation method may be used to calculate the train's grade transfer position and RBC switching position. For on-board equipment at the non-service end 4, if the second operating direction is valid, the second calculation method may be used to calculate the train's grade transfer position and RBC switching position.

[0058] In summary, the embodiment of the present application can calculate the position of the conversion point by integrating the train running direction signal and the non-service end train direction signal, and can still accurately calculate when a single signal is invalid, ensuring that the on-board equipment can normally record the level conversion and RBC switching information under various working conditions, thereby improving the availability of the on-board equipment. The improved calculation method is applicable to non-service end on-board equipment at different positions under the reconnection working condition, which improves the versatility of the software processing logic, can better meet complex operational needs, and can enhance the versatility of the software. Compared with the operating method of powering on the non-service end on-board equipment after decompilation, the method provided in the embodiment of the present application can shorten the operating time after the end is switched in the sleep mode of the on-board equipment using this method, thereby improving the efficiency of railway operations.

[0059] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included in the scope of protection of the present application.

Claims

1. A method for determining a train grade change position and an RBC switching position, characterized in that: The method is applied to an onboard device of a train that is not a service end, and the non-service end is a terminal that is currently in a dormant state; The train is composed of a first sub-train and a second sub-train connected together; The method comprises: Obtaining a first running direction signal, and determining whether the first running signal is valid; If the first operation signal is valid, determining to calculate the grade transfer position and the RBC switching position of the train based on a first calculation method; If the first running signal is invalid, obtaining a second running direction signal and determining whether the second running direction signal is valid; If the second running direction signal is valid, the level conversion position and the RBC switching position are determined based on a second calculation method.

2. The method according to claim 1, characterized in that Methods for determining whether the first operation signal is valid include: The first running direction signal includes four states: forward, backward, stationary and unknown. If the first running direction signal is in the forward, backward or stationary state, it is a valid signal. If the first running direction signal is unknown, it is an invalid signal.

3. The method according to claim 1 or 2, characterized in that The first calculation method includes: in, For level conversion position, is the reference balise group position of the train set, is the distance from the reference transponder to the level conversion point after the distance resolution conversion, The starting position of the level conversion confirmation point, The length of the segment confirmed by the external side of the level conversion point after the distance resolution conversion, Switch position for RBC, Switch distance for RBC.

4. The method according to claim 1, wherein Methods for determining whether the second running direction signal is valid include: The second running direction signal includes three states: consistent with the direction of the activation end, opposite to it, and unknown. If the second running direction signal is consistent with or opposite to the direction of the activation end, it is a valid signal. If the second running direction signal is unknown, it is an invalid signal; wherein, the activation end is the control port for controlling the operation of the train.

5. The method according to claim 1 or 4, characterized in that The second calculation method includes: in, For level conversion position, is the reference balise group position of the train set, is the distance from the reference transponder to the level conversion point after the distance resolution conversion, The starting position of the level conversion confirmation point, The length of the segment confirmed by the external side of the level conversion point after the distance resolution conversion, Switch position for RBC, Switch distance for RBC.

6. The method according to claim 1, characterized in that The method further comprises: Determining whether the train enters a transfer area based on an absolute numerical relationship between the train position and the grade transfer position or the RBC switching position; If it is determined that the train has entered the transfer area, the level transfer or RBC switching process is executed.

7. The method according to claim 6, characterized in that Methods for determining whether the train enters the transfer area include: For the service end of the train, if the train position is greater than the absolute value, it is determined that the train enters the transfer area.

8. The method according to claim 6 or 7, characterized in that The method of determining whether the train enters the transfer area also includes: For a non-service end that is in the same direction as the activation end of the train, if the train position is greater than the absolute value, it is determined that the train enters the conversion area; For a non-service end in a direction opposite to the activation end of the train, if the train position is less than the absolute value, it is determined that the train enters the conversion area.

9. The method according to claim 1, characterized in that The method further comprises: Acquire message information from the responder, perform system version and data consistency verification on the message information, and determine whether to process the level conversion information packet and the RBC switching information packet according to the verification result of the data consistency verification.

10. The method according to claim 1, characterized in that The determination of the direction validity of the message information includes: The direction of the message information is matched with the current direction of the train or the passing direction of the transponder group of the train, and it is determined whether the level conversion information packet and the RBC switching information packet contain the reference transponder position after distance resolution conversion.

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