A method for determining train level transition locations and rbc switch locations

Abstract

The application provides a method for determining train grade conversion position and RBC switching position, and relates to the technical field of train control. The method comprises the following steps: acquiring a first running direction signal, judging whether the first running signal is valid; if the first running signal is valid, determining 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, acquiring a second running direction signal, and judging whether the second running direction signal is valid; if the second running direction signal is valid, determining the grade conversion position and the RBC switching position based on a second calculation method. The method can improve the availability of on-board equipment, enhance the software versatility, and improve the operation efficiency of the train.

Description

Technical Field

[0001] This application relates to the field of train control technology, specifically to a method for determining the train class transition position and RBC switching position. Background Technology

[0002] In recent years, the railway department has launched multiple-unit trains to increase transport capacity. However, the passenger flow of the same train varies greatly in different regions. Some trains adopt the mode of decoupling and coupling within the station, which increases the frequency of decoupling and coupling operations and puts higher demands on operation time. The on-board equipment after decoupling needs to be put into operation quickly.

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

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

[0005] Based on this, this application provides a method for determining the train class transition position and RBC switching position to improve the versatility of software processing logic and the availability of onboard equipment, and to realize the function of accurately recording class transition and RBC switching information by onboard equipment under multiple-unit operation conditions.

[0006] In a first aspect, embodiments of this application provide a method for determining train class transition positions and RBC switching positions. The method is applied to onboard equipment at a non-service end of the train, where the non-service end is the end currently in a dormant state. The train is composed of a first sub-train and a second sub-train coupled together. The method includes: Acquire a first running direction signal and determine whether the first running signal is valid; if the first running signal is valid, determine the train's class transition position and RBC switching position based on a first calculation method; if the first running signal is invalid, acquire 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 class transition position and RBC switching position based on a second calculation method.

[0007] According to one embodiment of this application, the method for determining whether the first operating 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 this application, the first calculation method includes:

[0009]

[0010]

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

[0012] According to one embodiment of this application, the 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 the direction of the activation end, 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. The activation end is the control port that controls the operation of the train.

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

[0014]

[0015]

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

[0017] According to one embodiment of this application, the method further includes: Determine whether the train has entered the conversion zone based on the absolute value relationship between the train position and the level conversion position or the RBC switching position. If it is determined that the train has entered the conversion area, then a level conversion or RBC switching procedure is executed.

[0018] According to one embodiment of this application, the method for determining whether the train has entered the transition area includes: For the train's local terminal, if the train's position is greater than the absolute value, it is determined that it has entered the conversion area.

[0019] According to one embodiment of this application, the method for determining whether the train has entered the transition area further includes: For non-local terminals that are aligned with the direction of the activated terminal of the train, if the position of the train is greater than the absolute value, it is determined that the train has entered the conversion area. For non-service terminals opposite to the direction of the activated terminal of the train, if the position of the train is less than the absolute value, it is determined that the train has entered the conversion area.

[0020] According to one embodiment of this application, the method further includes: Obtain message information from the transponder, perform system version and data consistency verification on the message information, and determine whether to process the level conversion information packet and RBC handover information packet based on the verification result of the data consistency verification.

[0021] According to one embodiment of this application, the determination of the directional validity of the message information includes: The direction of the message information is matched with the current orientation of the train or the direction through which the train's transponder group passes, and it is determined whether the class conversion information packet and the RBC handover information packet contain the reference transponder position after distance resolution conversion. Compared with existing technologies, the beneficial effects of this application are: by integrating train direction signals and non-service train direction signals to calculate the switching point position, accurate calculation is still possible even when a single signal is invalid, ensuring that the on-board equipment can normally record level conversion and RBC switching information under various operating conditions, thus improving the availability of the on-board equipment. The improved calculation method is applicable to non-service on-board equipment at different locations under multiple-unit operation conditions, improving the versatility of the software processing logic and better meeting complex operational needs, thereby enhancing software versatility. Compared with the operation method of powering on non-service on-board equipment after decoupling, the method provided in this application can shorten the operation time after switching on-board equipment in sleep mode, thereby improving railway operation efficiency. Attached Figure Description

[0022] Figure 1 This is a schematic diagram illustrating the steps of a method for determining a train class conversion position and an RBC switching position, as provided in an embodiment of this application.

[0023] Figure 2 This is a schematic diagram of the train's main unit and non-main unit in the case of multiple-unit operation, provided in an embodiment of this application.

[0024] Figure 3 A flowchart illustrating the method for calculating the conversion position is provided for embodiments of this application.

[0025] Figure 4 This is a schematic diagram of the inter-class transition of a train provided in an embodiment of this application.

[0026] Figure 5 This is a schematic diagram of the train's local and non-local terminals under non-coupling conditions, provided in an embodiment of this application. Detailed Implementation

[0027] The present application will now be described in further detail with reference to experimental examples and specific embodiments. However, this should not be construed as limiting the scope of the 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, the terms "upper," "lower," "left," "right," "center," "inner," "outer," and "side" used in the description of specific embodiments of this application to indicate orientation or positional relationships are based on the orientation or positional relationships shown in the accompanying drawings, or the orientation or positional relationship in which the product / equipment / device is usually placed during use. These terms are merely for the purpose of facilitating the description of the solution in this application or simplifying the description in specific embodiments, so as to enable those skilled in the art to quickly understand the solution, and do not indicate or imply that a particular device / component / element must have a specific orientation, or be constructed and operated in a specific positional relationship. Therefore, they should not be construed as limitations on this application.

[0029] In the description of the embodiments of this application, technical terms such as "first" and "second" only distinguish one entity or operation from another, and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary or secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

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

[0031] Please refer to Figure 1 , Figure 1 This diagram illustrates the steps of a method for determining train class transition positions and RBC switching positions according to an embodiment of this application. The method for determining train class transition positions and RBC switching positions provided in this embodiment can be applied to onboard equipment at non-core terminals of a train, such as an onboard safety computer. The train consists of a first sub-train and a second sub-train coupled together. The control ports of the train include core and non-core terminals. The core terminal is the one currently controlling the train's direction of travel, and the non-core terminal is the one currently in a dormant state. Please refer to... Figure 2 , Figure 2 This is a schematic diagram of the train's main and non-main units under coupled-unit operation, as provided in the embodiments of this application. Unit 1 is the main unit, and units 2, 3, and 4 are the non-main units.

[0032] The method provided in this application embodiment for determining the train class conversion position and RBC switching position includes the following steps.

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

[0034] S2. If the first operating signal is valid, then determine the train's class transition position and RBC switching position based on the first calculation method.

[0035] S3. If the first running signal is invalid, then obtain the 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 RBC switching position based on the second calculation method.

[0037] Before implementing the method provided in this application embodiment, it is necessary to first determine the basis for calculating the train position and direction of travel, establishing a coordinate system with the train direction at the main end 1 as the positive direction. The train direction of travel has two cases: When the direction handle in the driver's cab at end 1 is forward, the train direction of travel is forward, and the train position increases; the train direction at non-main end 2 and non-main end 4 is opposite to the direction of travel, and the train position decreases; the train direction at non-main end 3 is the same as the direction of travel, and the train position increases. When the direction handle in the driver's cab at end 1 is backward, the train direction of travel is opposite to the direction of travel, and the train position decreases; the train direction at non-main end 2 and non-main end 4 is the same as the direction of travel, and the train position increases; the train direction at non-main end 3 is opposite to the direction of travel, and the train position decreases.

[0038] After determining the basis for calculating the train's position and direction of travel, message information from the transponder is acquired. The message information undergoes system version and data consistency checks. Based on the data consistency check results, it is determined whether to process the class transition information packet and the RBC handover information packet. If the message information from the transponder meets the system version and data consistency checks, and the direction of the valid information matches the current train's orientation or the direction the transponder group has passed through, then the relevant information packet is not processed. If the conditions are met, the subsequent process continues. The inactive onboard equipment in sleep mode records and processes the class transition information packet [ETCS-41] and the RBC handover information packet [ETCS-131].

[0039] The first direction of travel signal can be obtained from the train's speed and distance measurement unit, and the second direction of travel signal can be obtained from the train's interface unit.

[0040] In some embodiments, S1 determines whether the first operating signal is valid by: 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 train sensors malfunction or lose signals, such as a speed sensor malfunction, the train's direction of motion cannot be detected, and an "unknown" signal may be output. Similarly, if communication is interrupted, such as a break in the communication link between the onboard equipment and the speed measurement unit, the direction signal cannot be acquired, and an "unknown" signal may also be output. When the first direction of travel signal is unknown, it can be determined that the first direction of travel signal is invalid. Therefore, it is necessary to acquire the second direction of travel signal and determine the train's class transition position and RBC switching position using the second direction of travel signal.

[0042] Please refer to Figure 3 , Figure 3 This application provides a flowchart illustrating the calculation method for the transition position in an embodiment. For the onboard equipment at both the service terminal 1 and the non-service terminal 3, if the first direction of travel is valid, the train's class transition position and RBC switching position can be calculated using the first calculation method. The first calculation method in S2 includes:

[0043]

[0044]

[0045] in, For level conversion position, The reference transponder group position for the train set. The distance from the reference transponder to the class conversion point after distance-resolution conversion. This is the starting position of the level conversion confirmation point. The length of the segment outside the level conversion point after distance resolution conversion is confirmed. Switch the location for RBC. Switch the distance for RBC. and The dimensions are the same as those used for train position.

[0046] In some embodiments, S3 determines whether the second running direction signal is valid by: The second running direction signal includes three states: consistent with the direction of the activation end, opposite to the direction of the activation end, 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. The activation end is the control port that controls the operation of the train.

[0047] Please continue reading. Figure 3For onboard equipment at non-service terminals 2 and 4, if the second direction of travel is valid, the train's class transition position and RBC switching position can be calculated using the second calculation method. The second calculation method in S4 includes:

[0048]

[0049]

[0050] in, For level conversion position, The reference transponder group position for the train set. The distance from the reference transponder to the class conversion point after distance-resolution conversion. This is the starting position of the level conversion confirmation point. The length of the segment outside the level conversion point after distance resolution conversion is confirmed. Switch the location for RBC. Switch the distance for RBC. and The dimensions are the same as those used for train position.

[0051] In some embodiments, the method provided in this application may further include: Based on the absolute value relationship between the train's position and the level transition position or the RBC switching position, it is determined whether the train has entered the transition area. If it is determined that the train has entered the transition area, the level transition or RBC switching procedure is executed. Please refer to [link / reference]. Figure 4 , Figure 4 This is a schematic diagram of the inter-level transition of a train provided in an embodiment of this application. The diagram illustrates the process of the onboard equipment receiving the level transition information packet at the warning point and calculating the relevant information about the level transition point location during the level transition from CTCS-3 to CTCS-2, including the level transition warning point, the execution point, and different areas.

[0052] For example, methods for determining whether the train has entered the transition area include: For the train's local terminal, if the train's position is greater than the absolute value, it is determined that it has entered the conversion area.

[0053] For non-local terminals that are aligned with the direction of the activated terminal of the train, if the position of the train is greater than the absolute value, it is determined that the train has entered the conversion area.

[0054] For non-service terminals opposite to the direction of the activated terminal of the train, if the position of the train is less than the absolute value, it is determined that the train has entered the conversion area.

[0055] Specifically, for onboard equipment at both the service terminal 1 and non-service terminal 3, the corresponding procedure is executed when the train position is greater than the corresponding switching point position. For onboard equipment at both non-service terminal 2 and non-service terminal 4, the corresponding procedure is executed when the train position is less than the corresponding switching point. When the train direction signal is valid, the switching point position is calculated using the train direction signal first. If the train direction signal is invalid, the switching point position is calculated based on the non-service terminal train direction signal. When 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 operation ends, in order to optimize the system in the future.

[0056] Furthermore, the method provided in this application embodiment can also be applied to onboard equipment of vehicles operating in non-multiple-unit configurations. Please refer to [link / reference]. Figure 5 , Figure 5 This is a schematic diagram of the train's local and non-local terminals under non-coupling conditions, provided in an embodiment of this application.

[0057] In non-multiple-unit operation, for the onboard equipment at the main service end 1, if the first direction of travel is valid, the first calculation method can be used to determine the train's class transition position and RBC switching position. For the onboard equipment at the non-main service end 4, if the second direction of travel is valid, the second calculation method can be used to determine the train's class transition position and RBC switching position.

[0058] In summary, the embodiments of this application can calculate the switching point location by integrating the train running direction signal and the non-service end train direction signal. Even when a single signal is invalid, the calculation is still accurate, ensuring that the onboard equipment can normally record level conversion and RBC switching information under various operating conditions, thus improving the availability of the onboard equipment. The improved calculation method is applicable to non-service end onboard equipment at different locations under multiple-unit operation conditions, improving the versatility of the software processing logic and better meeting complex operational needs, thereby enhancing software versatility. Compared with the operation method of non-service end onboard equipment powered on after decoupling, the method provided by the embodiments of this application can shorten the operation time after switching ends in sleep mode, thereby improving railway operation efficiency.

[0059] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A method for determining the train class conversion position and RBC switching position, characterized in that, The method is applied to onboard equipment at a non-service end of a train, where the non-service end is the end currently in a dormant state. The train is composed of a first sub-train and a second sub-train coupled together; The method includes: Acquire a first running direction signal and determine whether the first running direction signal is valid; If the first direction of travel signal is valid, then the train's class transition position and RBC switching position are determined based on the first calculation method. If the first running direction signal is invalid, then the second running direction signal is acquired, and it is determined whether the second running direction signal is valid. If the second running direction signal is valid, then the level conversion position and the RBC switching position based on the second calculation method are determined; The methods for determining whether the first running direction 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. The first calculation method includes: in, For level conversion position, The reference transponder group position for the train set. The distance from the reference transponder to the class conversion point after distance-resolution conversion. This is the starting position of the level conversion confirmation point. The length of the segment outside the level conversion point after distance resolution conversion is confirmed. Switch the location for RBC. Switch the distance for RBC; The 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 the direction of the activation end, 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. The activation end is the control port that controls the operation of the train. The second calculation method includes: in, For level conversion position, The reference transponder group position for the train set. The distance from the reference transponder to the class conversion point after distance-resolution conversion. This is the starting position of the level conversion confirmation point. The length of the segment outside the level conversion point after distance resolution conversion is confirmed. Switch the location for RBC. Switch the distance for RBC.

2. The method according to claim 1, characterized in that, The method further includes: Determine whether the train has entered the conversion zone based on the absolute value relationship between the train position and the level conversion position or the RBC switching position. If it is determined that the train has entered the conversion area, then a level conversion or RBC switching procedure is executed.

3. The method according to claim 2, characterized in that, The methods for determining whether the train has entered the transition area include: For the train's local terminal, if the train's position is greater than the absolute value, it is determined that it has entered the conversion area.

4. The method according to claim 2 or 3, characterized in that, The methods for determining whether the train has entered the transition area also include: For non-local terminals that are aligned with the direction of the activated terminal of the train, if the position of the train is greater than the absolute value, it is determined that the train has entered the conversion area. For non-service terminals opposite to the direction of the activated terminal of the train, if the position of the train is less than the absolute value, it is determined that the train has entered the conversion area.

5. The method according to claim 1, characterized in that, The method further includes: Obtain message information from the transponder, perform system version and data consistency verification on the message information, and determine whether to process the level conversion information packet and RBC handover information packet based on the verification result of the data consistency verification.

6. The method according to claim 5, characterized in that, The determination of the directional validity of the message information includes: The direction of the message information is matched with the current orientation of the train or the direction through which the train's transponder group passes, and it is determined whether the class conversion information packet and the RBC handover information packet contain the reference transponder position after distance resolution conversion.

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