Method and device for ma real-time processing and protection in train degradation mode

Abstract

The application provides a train degradation mode MA real-time processing and protection method and device, the method comprises the following steps: in the running process of the train degradation mode, the CI configuration of the track section where the train minimum safety rear end is located is acquired in real time; when the CI configuration includes enabling the enhanced interlocking function, the point MA communication is established between the on-board ATP and the to-be-communicated enhanced CI corresponding to the enhanced interlocking function; when the on-board ATP receives the SPKS state through the point MA communication, according to the front and rear position relationship between the train safety protection envelope and the SPKS protection area corresponding to the SPKS state, the on-board ATP triggers the train protection. Through the application, the problem that the traditional point system has a certain hysteresis and insecurity when performing train operation control in the degradation mode, and is difficult to meet the demand of efficient and safe train operation is solved.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a method and device for real-time processing and protection of MA (Motor Mode) in train degradation mode. Background Technology

[0002] In the case of automatic train operation, under the traditional point-to-point control level, the interlocking (CI) equipment compiles transponder messages in real time based on the open status of the train route and sends them to the corresponding transponder of the signal via the Lineside Electronic Unit (LEU). The Automatic Train Protection (ATP) system calculates the train safety protection curve based on the Movement Authority (MA) to ensure the safe operation of the train. However, CI interlocking and ATP only communicate on the track with the "CI communication section" configured, and do not communicate in real time. Therefore, it is not possible to obtain the status information of the Emergency Stop Button (ESB), Platform Screen Door (PSD), and Staff Protection Key Switch (SPKS) within the range of the route ahead in real time.

[0003] In traditional point-based systems, the acquisition of train MA (Motion Response) depends on the active transponder outside the signal where the train passes. Only when the train passes the active transponder outside the signal can it receive the MA status of the route ahead. The train cannot receive the MA status in real time, nor can it know the information of the route ahead, ESB (Electronic Bus), PSD (Power Slip), and SPKS (Power Slip Status) status in real time. This results in certain lags and insecurity in the operation control of the train, especially in degraded mode, making it difficult to meet the requirements of efficient and safe operation of rail transit. Summary of the Invention

[0004] This invention provides a method and device for real-time processing and protection of MA in train degraded mode, which solves the problem that traditional point-based systems have certain lag and insecurity when controlling train operation in degraded mode, making it difficult to meet the requirements of efficient and safe train operation.

[0005] This invention provides a method for real-time processing and protection of MA (Motion Assist) in train degradation mode, including: During train degraded mode operation, the CI configuration of the track section where the minimum safe back end of the train is located is obtained in real time; When the CI configuration includes enabling enhanced interlocking function, point-to-point MA communication is established between the on-board ATP and the enhanced CI to be communicated corresponding to the enabled enhanced interlocking function; When the onboard ATP receives the SPKS status through point-to-point MA communication, it triggers the onboard ATP to apply protection to the train based on the front-to-back position relationship between the train safety protection envelope and the SPKS protection area corresponding to the SPKS status.

[0006] In some embodiments, prior to obtaining the CI configuration of the track section where the train's minimum safety back end is located in real time, the method further includes: Add the device status information of all ESBs, PSDs, and SPKS within the jurisdiction of the CI to the communication protocol between CI and the vehicle ATP, so as to configure the CI as a communication-enhanced CI with enhanced interlocking function enabled; Among them, adjacent enhanced CI lines that need to communicate support the mutual transmission of SPKS status on both sides of the line boundary.

[0007] In some embodiments, establishing point-to-point MA communication between the onboard ATP and the enhanced CI corresponding to the enhanced interlocking function is included: When the enhanced interlocking function is enabled to check or not check the PSD protection area and ESB protection area, and there is no CI communication track section within the range from the train's minimum safe rear end to the current point-to-point mobile authorization endpoint, the onboard ATP will establish point-to-point MA communication with the enhanced CI to be communicated corresponding to the enhanced interlocking function enabled. When the enhanced interlocking function is activated to check the PSD protection area and ESB protection area, and there is a CI communication track section within the range from the train's minimum safe rear end to the current point-to-point movement authorization endpoint, the onboard ATP will establish point-to-point MA communication with the CI line to which the CI communication track section belongs.

[0008] In some embodiments, triggering the onboard ATP to apply protection to the train based on the front-to-back positional relationship between the train safety protection envelope and the SPKS protection area corresponding to the SPKS state includes: In the CM-I / AM-I mode of the train, if the SPKS state corresponding to the SPKS protection area is in front of the train safety protection envelope, the on-board ATP is triggered to retract the internal movement authorization endpoint to the entrance of the SPKS protection area. If the SPKS state corresponds to an SPKS protection area that overlaps with the train safety protection envelope, the onboard ATP is triggered to apply automatically responsible emergency braking to the train.

[0009] In some embodiments, the method further includes: After the vehicle-mounted ATP retracts the internal movement authorization endpoint to the entrance of the SPKS protected area, if the SPKS state returns to an inactive or bypass state, the vehicle-mounted ATP is triggered to extend the internal movement authorization endpoint. After the onboard ATP has applied automatically responsible emergency braking to the train, the onboard ATP will automatically release the emergency braking if the following conditions are met: The train has come to a complete stop; There are no active SPKS in the enhanced interlocking status information, or there are active SPKS in the enhanced interlocking status information and the corresponding SPKS protection area does not overlap with the train safety protection envelope. The enhanced interlocking status information is the information received by the vehicle-mounted ATP during point-to-point MA communication.

[0010] In some embodiments, the method further includes: In the train's RM mode, if the onboard ATP has already applied automatically responsible emergency braking to the train, then the onboard ATP is triggered to support the responsibility of the emergency braking by manual intervention.

[0011] In some embodiments, the method further includes: In the CM-I / AM-I mode of the train, if the onboard ATP determines that the enhanced interlocking status information is in a failed state, it determines that all ESB, PSD, and SPKS devices within the currently acquired CI jurisdiction are in an inactive state.

[0012] The present invention also provides a real-time processing and protection device for MA in train degradation mode, characterized in that it includes: The acquisition module is used to acquire the CI configuration of the track section where the minimum safe back end of the train is located in real time during the operation of the train in degraded mode. A communication module is used to establish point-to-point MA communication between the on-board ATP and the enhanced CI corresponding to the enhanced interlocking function when the CI configuration includes enabling the enhanced interlocking function; The protection module is used to trigger the onboard ATP to apply protection to the train when the onboard ATP receives the SPKS status through point-to-point MA communication, based on the front-to-back positional relationship between the train safety protection envelope and the SPKS protection area corresponding to the SPKS status.

[0013] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the MA real-time processing and protection method as described above in any of the train degradation modes.

[0014] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the MA real-time processing and protection method in train degradation mode as described above.

[0015] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the MA real-time processing and protection method as described above in any of the train degradation modes.

[0016] The present invention provides a method and apparatus for real-time MA processing and protection in train degraded mode. During operation in train degraded mode, it acquires the CI configuration of the track section where the train's minimum safety rear end is located in real time, establishing real-time point-to-point MA communication with the onboard ATP. Based on the positional relationship between the SPKS protection area (received SPKS status) and the train's safety protection envelope, the onboard ATP is triggered to apply protection to the train. This allows the MA calculation in the onboard ATP to be intelligently adjusted based on real-time track and equipment status, overcoming the limitations of traditional fixed-point communication for MA acquisition. This enables the onboard ATP to detect potential risks in advance, adjust movement authorizations and execute protective actions in a timely manner, prevent trains from entering dangerous areas, reduce the probability of collisions, derailments, and other accidents, and build a more reliable safety barrier for train operation, meeting the needs of efficient and safe rail transit operation. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this invention or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced one by one below. Obviously, the accompanying drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart illustrating the real-time processing and protection method for MA in train degradation mode provided by the present invention.

[0019] Figure 2 This is a schematic diagram of the MA real-time processing and protection device in train degradation mode provided by the present invention.

[0020] Figure 3 This is a schematic diagram of the structure of an electronic device provided by the present invention. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0022] The following description, in conjunction with the accompanying drawings, describes the real-time processing and protection method and apparatus for MA in train degradation mode according to the present invention. Figure 1 This is a flowchart illustrating the real-time processing and protection method for MA in train degradation mode provided by the present invention, as shown below. Figure 1 As shown, the method includes steps 103 to 104, which are described in detail below.

[0023] Step 101: During the operation of the train in degraded mode, obtain the CI configuration of the track section where the minimum safe back end of the train is located in real time.

[0024] Here, during train degraded operation, the CI configuration of the track section where the train's minimum safe back end is located is obtained in real time by monitoring the CI in real time. The CI configuration specifically refers to the functions or attributes configured for the track to which the CI belongs.

[0025] CI typically establishes point-to-point MA communication with the onboard ATP, sending the corresponding route open status to the onboard ATP. The onboard ATP then executes the corresponding train protection actions based on the information provided. The train's degraded mode generally includes various scenarios, such as train malfunction, exemption from inspection when entering or leaving the station, or emergency train release.

[0026] Since different CI lines exist in different track sections, the CI configuration of the track section where the current minimum safe backend is located can be obtained through real-time monitoring.

[0027] In some embodiments, before acquiring the CI configuration of the track section where the minimum safety back end of the train is located in real time, the device status information of all ESBs, PSDs, and SPKS within the jurisdiction of the CI is added to the communication protocol between the CI and the onboard ATP, so as to configure the CI as a communication-enhanced CI with enhanced interlocking function enabled.

[0028] Here, the CI can monitor all ESBs, PSDs, and SPKSs within its jurisdiction and obtain the corresponding device status information. Furthermore, the communication protocol between the CI and the onboard ATP (i.e., the VOBC communication protocol) can be enhanced by adding device status information for all ESBs, PSDs, and SPKSs within the CI's jurisdiction. Specifically, this can be achieved by adding device status information for all ESBs, PSDs, and SPKSs to the protocol's data configuration. This configures the CI to enable enhanced interlocking functionality, allowing it to transmit the device status information of all ESBs, PSDs, and SPKSs to the onboard ATP via point-to-point MA communication. The jurisdiction here refers to the track sections that the CI can cover. Under the condition of enabling the enhanced interlocking function, the lines of adjacent enhanced CIs to be communicated support the mutual transfer of SPKS status on both sides of the line boundary. That is, SPKS status sharing is carried out between adjacent enhanced CI lines to be communicated, thereby realizing SPKS status sharing among all track sections covered by CI. As long as one enhanced CI to be communicated establishes point-to-point MA communication with ATP, the on-board ATP can obtain the equipment status information of ESB, PSD, and SPKS in all track sections within the jurisdiction of each enhanced CI to be communicated in advance.

[0029] In this embodiment of the invention, by configuring the CI to enable the enhanced interlocking function, the real-time transmission of ESB, PSD, and SPKS device status information and the interaction of ESB, PSD, and SPKS status between adjacent CI lines are realized. This allows the onboard ATP to detect the status of ESB, PSD, and SPKS devices in advance, thereby detecting potential risks in advance based on MA calculations and adjusting movement authorization and executing protective actions in a timely manner.

[0030] Step 102: When the CI configuration includes enabling enhanced interlocking function, establish point-to-point MA communication between the on-board ATP and the enhanced CI corresponding to the enabled enhanced interlocking function.

[0031] When the CI configuration is determined to include enabling enhanced interlocking, the onboard ATP will execute the corresponding operations based on the data configuration corresponding to its function. It will designate the current CI as the enhanced CI to be communicated with, and then establish real-time point-to-point MA communication with the enhanced CI to receive the device status information of all ESBs, PSDs, and SPKSs within the jurisdiction of the enhanced CI to be communicated with, in order to perform real-time MA calculations. The data configuration consists of some operational conditions for enabling the enhanced interlocking function, such as whether to check the PSD protection zone and the ESB protection zone.

[0032] In some embodiments, establishing point-to-point MA communication between the onboard ATP and the enhanced CI corresponding to the enhanced interlocking function is achieved in the following ways.

[0033] First, it is necessary to determine the data configuration after enabling the enhanced interlocking function. Here, when the enhanced interlocking function is enabled to check or not check the PSD protection zone and ESB protection zone, and there is no CI communication track section within the range from the train's minimum safe rear end to the current point-to-point movement authorization endpoint, point-to-point MA communication will be established between the onboard ATP and the enhanced CI corresponding to the enhanced interlocking function.

[0034] Here, when it is determined that there is no CI communication track section within the range from the train's minimum safe rear end to the current point-to-point movement authorization endpoint, it means that there is no CI within this range that can provide a route open state for the onboard ATP. In this case, regardless of whether the enhanced interlocking function includes checks on PSD protection areas and ESB protection areas, point-to-point MA communication is directly established between the onboard ATP and the enhanced CI corresponding to the enhanced interlocking function.

[0035] When the enhanced interlocking function is activated to check the PSD protection area and ESB protection area, and there is a CI communication track section within the range from the train's minimum safe rear end to the current point-to-point movement authorization endpoint, the onboard ATP will establish point-to-point MA communication with the CI line to which the CI communication track section belongs.

[0036] Here, when it is determined that there is a CI communication track section within the range from the train's minimum safe rear end to the current point-to-point movement authorization endpoint, it indicates that a CI is set up within this range, which can establish communication with the onboard ATP to provide a route open state. Furthermore, when activating the enhanced interlocking function, it is also necessary to check the PSD protection zone and ESB protection zone. Therefore, point-to-point MA communication is established between the onboard ATP and the CI line to which the CI communication track section belongs; specifically, point-to-point MA communication is established between the onboard ATP and the corresponding CI line.

[0037] Since the enhanced interlocking function is enabled, adjacent lines of the enhanced CI to be communicated can exchange the SPKS status on both sides of the line boundary. Therefore, through the CI line corresponding to the track section where the minimum safety rear end of the train is located, the ATP can also use point-to-point MA communication to obtain the equipment status information of all ESB, PSD, and SPKS within the jurisdiction of the CI. This is equivalent to realizing the establishment of point-to-point MA communication between the onboard ATP and the enhanced CI to be communicated.

[0038] In this embodiment of the invention, under the data configuration with enhanced interlocking function enabled, real-time point-to-point MA communication is ensured between CI and onboard ATP by determining whether there is a communication track section within the range from the minimum safety back end to the current point-to-point movement authorization endpoint. A flexible communication establishment rule is implemented between CI and onboard ATP, so that onboard ATP can continuously obtain the forward route open status provided by CI. This solves the problem of certain lag and insecurity in train operation control, and can still ensure efficient vehicle-to-ground communication and accurate MA processing in degraded mode, improving the ability to deal with sudden failures and abnormal situations.

[0039] Step 103: When the onboard ATP receives the SPKS status through point-to-point MA communication, it triggers the onboard ATP to apply protection to the train based on the front-to-back position relationship between the train safety protection envelope and the SPKS protection area corresponding to the SPKS status.

[0040] After establishing point-to-point MA communication between the onboard ATP and the enhanced CI to be communicated via step 102, the station ATP can then execute corresponding train protection operations based on the SPKS status received from the point-to-point MA communication. Specifically, based on the relative positions of the train's safety protection envelope and the corresponding SPKS protection area, the onboard ATP is triggered to apply protection to the train.

[0041] Generally, train safety protection envelopes are divided into fixed envelopes and dynamic envelopes. Fixed envelopes are usually calculated based on train vehicle parameters (such as maximum external dimensions), while dynamic envelopes are calculated based on the transponder distances read during train operation. These details will not be elaborated upon here.

[0042] In some embodiments, the onboard ATP is triggered to apply protection to the train based on the front-to-back positional relationship between the train safety protection envelope and the SPKS protection area corresponding to the SPKS state. This can be achieved through the following methods.

[0043] First, it is necessary to determine the train operation mode. Train operation modes are divided into CM-I / AM-I modes and Restricted Manual Mode (RM). CM-I / AM-I modes represent either Coded Manual (CM) or Autonomous Mode (AM) under Intermittent Track Control. Specifically, CM mode refers to the manual driving mode under ATP monitoring, while AM ​​mode refers to the driving mode under the Automatic Train Operation (ATO) system.

[0044] In the CM-I / AM-I mode of the train, if the SPKS protection zone corresponding to the SPKS status is in front of the train's safety protection envelope, the onboard ATP will be triggered to retract the internal movement authorization endpoint to the entrance of the SPKS protection zone. Here, since the train's movement authorization cannot cross the SPKS protection zone, the movement authorization that has already extended to the corresponding SPKS protection zone needs to be withdrawn to ensure that the train does not enter the SPKS protection zone and cause a safety accident.

[0045] If the SPKS protection zone corresponding to the SPKS status overlaps with the train's safety protection envelope, the onboard ATP will be triggered to apply automatically responsible emergency braking to the train. When the SPKS protection zone overlaps with the train's safety protection envelope, it indicates that the train's movement authorization is already within the SPKS protection zone, and the train has entered the SPKS protection zone. In this case, the onboard ATP needs to be notified to apply emergency braking. This emergency braking can be automatically responsible by the onboard ATP or can be responsible by manually pressing a button.

[0046] Of course, there is also a situation where the SPKS protection zone corresponding to the SPKS state is behind the train's safety protection envelope. In this case, it means that the train has already passed the SPKS protection zone, and the onboard ATP does not need to perform corresponding protective operations on the train.

[0047] In this embodiment of the invention, based on the positional relationship between the train safety protection envelope and the corresponding SPKS protection area in the SPKS state, the onboard ATP is triggered to apply protection to the train, realizing a hierarchical protection logic in the SPKS state. According to the positional relationship between the SPKS state and the train safety protection envelope, the ATP is triggered to accurately execute protective actions such as retraction of the moving authorization endpoint and emergency braking, which takes into account both safety and operational efficiency and can effectively cope with safety risks in complex scenarios.

[0048] In some embodiments, in the CM-I / AM-I mode of the train, the process of triggering the onboard ATP to apply protection to the train further includes: after the onboard ATP retracts the internal movement authorization endpoint to the entrance of the SPKS protection area, if the SPKS state returns to an inactive state or a bypass state, the onboard ATP is triggered to extend the internal movement authorization endpoint.

[0049] Here, after the onboard ATP is triggered to retract the internal movement authorization endpoint, it is necessary to wait and confirm whether the SPKS status has been restored to the inactive or bypass state. If the SPKS status has been restored to the inactive or bypass state, the corresponding SPKS protection area is closed. At this time, the internal movement authorization endpoint of the train needs to be restored, that is, the internal movement authorization endpoint is extended to the position before the retraction.

[0050] After the onboard ATP has applied automatically rescinded emergency braking to the train, the onboard ATP will automatically rescind the emergency braking if the following conditions are met simultaneously: (1) the train has come to a complete stop; (2) there are no SPKS in the enhanced interlocking status information that are in an active state, or there are SPKS in the enhanced interlocking status information that are in an active state, and the corresponding SPKS protection area does not overlap with the train safety protection envelope. The enhanced interlocking status information is the information received by the onboard ATP during point-to-point MA communication.

[0051] Here, after the onboard ATP has applied automatically releasable emergency braking to the train, if the train has come to a complete stop, it is necessary to further determine whether there are still active SPKS in the enhanced interlocking status information received by the onboard ATP from the point-to-point MA communication. If there are no active SPKS, or if there are active SPKS in the enhanced interlocking status information but the corresponding SPKS protection area does not overlap with the train's safety protection envelope, it indicates that the train has not crossed the SPKS protection area. In this case, the emergency braking should be automatically released by the onboard ATP, and the train can continue to operate safely.

[0052] In this embodiment of the invention, when the onboard ATP is triggered to apply an automatically rescinding emergency brake to the train, an adaptive protection mechanism is achieved by setting the automatic rescinding conditions for the emergency brake, which improves the safety and operational efficiency of train operation and can effectively cope with safety risks in complex scenarios.

[0053] In some embodiments, triggering the onboard ATP to apply protection to the train also involves protective actions in the train's RM mode. The onboard ATP protective actions in RM mode are the same as in CM-I / AM-I mode, and will not be described in detail here. However, when the onboard ATP has already applied automatically responsible emergency braking to the train, the RM mode differs from the CM-I / AM-I mode.

[0054] Here, in the train's RM mode, if the onboard ATP has already applied automatically responsible emergency braking to the train, it will trigger the onboard ATP to support manual intervention in responsible emergency braking. In other words, in RM mode, the onboard ATP supports manual responsible emergency braking, allowing the train to continue operating safely, for example, by manually pressing a confirmation button.

[0055] In this embodiment of the invention, a manual intervention method is provided to set automatic mitigation conditions in the train's RM mode. Combined with the automatic mitigation in CM-I / AM-I modes, this makes the onboard ATP mitigation of emergency braking adaptive, while the manual intervention method further ensures driving safety.

[0056] Furthermore, in some embodiments, in the CM-I / AM-I mode of the train, if the onboard ATP determines that the enhanced interlocking status information is in a failed state, then it is determined that all ESB, PSD, and SPKS corresponding devices within the currently acquired CI jurisdiction are in an inactive state.

[0057] Here, the enhanced interlocking status information is in a failed state, indicating that the point-to-point MA communication established between the onboard ATP and the enhanced CI to be communicated has timed out. Therefore, by default, all ESB, PSD, and SPKS devices within the currently acquired CI's jurisdiction are inactive, meaning the corresponding ESB protection zone, PSD protection zone, and SPKS protection zone are all closed by default. In this situation, the onboard ATP needs to be triggered to stop the train or manual intervention is required to wait for the onboard ATP and the enhanced CI to re-establish valid point-to-point MA communication. This binds the train's operation in degraded mode with real-time MA communication, preventing the train from entering dangerous areas in degraded mode and reducing the probability of collisions, derailments, and other accidents.

[0058] This invention overcomes the limitations of traditional fixed-point communication for obtaining MA (Motion Analysis). By upgrading the communication protocol between CI (Cybernetic Interchange) and the onboard ATP (Automatic Train Protection), it achieves real-time transmission of ESB (Electronic Stock Swing), PSD (Personal Stock Segment), and SPKS (Spatial Stock Kept) status information, as well as status interaction of ESB, PSD, and SPKS between adjacent CIs. Combined with flexible communication establishment rules between CI and the onboard ATP, the MA calculation of the onboard ATP can be intelligently adjusted according to the real-time dynamic track and equipment status, forming a highly efficient processing link of "real-time information interaction - intelligent decision communication - dynamic MA calculation," significantly improving MA update efficiency and decision accuracy. Furthermore, even in degraded mode, it can still ensure efficient vehicle-to-ground communication and accurate MA processing, enhancing the system's ability to cope with sudden failures and abnormal situations.

[0059] The following describes the MA real-time processing and protection device in train degradation mode provided by the present invention. The MA real-time processing and protection device in train degradation mode described below can be referred to in correspondence with the MA real-time processing and protection method in train degradation mode described above.

[0060] like Figure 2 As shown, the MA real-time processing and protection device in train degradation mode includes: acquisition module 201, communication module 202 and protection module 203.

[0061] Specifically, the acquisition module 201 is used to acquire the CI configuration of the track section where the minimum safety back end of the train is located in real time during the operation of the train in the degraded mode; the communication module 202 is used to establish point-to-point MA communication between the on-board ATP and the enhanced CI corresponding to the enhanced interlocking function when the CI configuration includes enabling the enhanced interlocking function; the protection module 203 is used to trigger the on-board ATP to apply protection to the train according to the front and rear position relationship between the train safety protection envelope and the SPKS protection area corresponding to the SPKS state when the on-board ATP receives the SPKS state through point-to-point MA communication.

[0062] It should be noted that the beneficial effects of the MA real-time processing and protection device in the train degraded mode here correspond to those of the MA real-time processing and protection method in the train degraded mode mentioned above. Therefore, the beneficial effects of the MA real-time processing and protection device in the train degraded mode will not be elaborated here.

[0063] Figure 3 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 3 As shown, the electronic device may include a processor 310, a communications interface 320, a memory 330, and a communication bus 340. The processor 310, communications interface 320, and memory 330 communicate with each other via the communication bus 340. The processor 310 can call logical instructions in the memory 330 to execute a real-time MA processing and protection method in train degraded mode. This method includes: during operation in train degraded mode, acquiring the CI configuration of the track section where the train's minimum safety rear end is located in real time; when the CI configuration includes enabling enhanced interlocking function, establishing point-to-point MA communication between the onboard ATP and the enhanced CI corresponding to the enabled enhanced interlocking function; and when the onboard ATP receives the SPKS status through point-to-point MA communication, triggering the onboard ATP to apply protection to the train based on the front-to-back position relationship between the train safety protection envelope and the SPKS protection area corresponding to the SPKS status.

[0064] Furthermore, the logical instructions in the aforementioned memory 330 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, essentially, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0065] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the real-time MA processing and protection method for train degraded mode provided by the above methods. The method includes: during the operation of the train in degraded mode, acquiring in real time the CI configuration of the track section where the minimum safety back end of the train is located; when the CI configuration includes enabling enhanced interlocking function, establishing point-to-point MA communication between the onboard ATP and the enhanced CI corresponding to the enabled enhanced interlocking function; when the onboard ATP receives the SPKS status through point-to-point MA communication, triggering the onboard ATP to apply protection to the train according to the front-to-back position relationship between the train safety protection envelope and the SPKS protection area corresponding to the SPKS status.

[0066] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon. When executed by a processor, the computer program implements the MA real-time processing and protection method for train degraded mode provided by the above methods. The method includes: during the operation of the train in degraded mode, acquiring in real time the CI configuration of the track section where the minimum safety back end of the train is located; when the CI configuration includes enabling enhanced interlocking function, establishing point-to-point MA communication between the onboard ATP and the enhanced CI corresponding to the enabled enhanced interlocking function; when the onboard ATP receives the SPKS status through point-to-point MA communication, triggering the onboard ATP to apply protection to the train according to the front-to-back position relationship between the train safety protection envelope and the SPKS protection area corresponding to the SPKS status.

[0067] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0068] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0069] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention 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; and these 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 the present invention.

Claims

1. A method for real-time processing and protection of MA (Motion Response) in train degradation mode, characterized in that, include: During train degraded operation, the CI configuration of the interlocking equipment in the track section where the minimum safety back end of the train is located is obtained in real time. When the interlocking device CI configuration includes enabling enhanced interlocking function, point-to-point mobile authorized MA communication is established between the vehicle automatic protection system and the enhanced interlocking device CI corresponding to the enabled enhanced interlocking function; When the onboard automatic protection system receives the personnel protection switch SPKS status via point-to-point movement authorization (MA) communication, it triggers the onboard automatic protection system to apply protection to the train based on the front-to-back position relationship between the train safety protection envelope and the personnel protection switch SPKS protection area corresponding to the personnel protection switch SPKS status. This includes: in manual driving mode CM-I under the onboard automatic protection system monitoring at the train's point control level, or in automatic driving mode AM-I at the train's point control level, if the personnel protection switch SPKS protection area corresponding to the personnel protection switch SPKS status is in front of the train safety protection envelope, the onboard automatic protection system is triggered to retract the internal movement authorization endpoint to the entrance of the personnel protection switch SPKS protection area; if the personnel protection switch SPKS protection area corresponding to the personnel protection switch SPKS status overlaps with the train safety protection envelope, the onboard automatic protection system is triggered to apply automatically rescinding emergency braking to the train. Before acquiring the real-time configuration of the interlocking equipment (CI) in the track section where the minimum safety rear end of the train is located, the method further includes: adding the device status information of all emergency stop buttons (ESB), platform screen doors (PSD), and personnel protection switches (SPKS) within the jurisdiction of the interlocking equipment (CI) to the communication protocol between the interlocking equipment (CI) and the on-board automatic protection system, so as to configure the interlocking equipment (CI) as a communication-ready enhanced interlocking equipment (CI) with enhanced interlocking function enabled; wherein, the lines of adjacent communication-ready enhanced interlocking equipment (CI) support mutual transmission of the status of personnel protection switches (SPKS) on both sides of the line boundary; The method further includes: After the vehicle-mounted automatic protection system retracts the internal movement authorization endpoint to the entrance of the personnel protection switch SPKS protection area, if the personnel protection switch SPKS state returns to the inactive state or bypass state, the vehicle-mounted automatic protection system is triggered to extend the internal movement authorization endpoint. After the onboard automatic protection system has applied automatically rescinded emergency braking to the train, the system will automatically release the emergency braking if the following conditions are met: The train has come to a complete stop; The enhanced interlocking status information does not contain any active personnel protection switches (SPKS), or the enhanced interlocking status information contains active personnel protection switches (SPKS) and the corresponding personnel protection switch (SPKS) protection area does not overlap with the train safety protection envelope. The enhanced interlocking status information is the information received by the vehicle-mounted automatic protection system during point-to-point mobile authorization (MA) communication.

2. The method for real-time processing and protection of MA in train degradation mode according to claim 1, characterized in that, Establish point-to-point mobile authorization (MA) communication between the vehicle-mounted automatic protection system and the enhanced interlocking device (CI) corresponding to the activated enhanced interlocking function, including: When the enhanced interlocking function is activated to check the PSD protection area of ​​the platform screen doors and the ESB protection area of ​​the emergency stop button, and there is no interlocking equipment CI communication track section within the range from the minimum safe rear end of the train to the current point-to-point mobile authorization endpoint, the on-board automatic protection system establishes point-to-point mobile authorization MA communication with the CI of the enhanced interlocking device to be communicated corresponding to the activated enhanced interlocking function; or when the enhanced interlocking function is activated without checking the PSD protection area of ​​the platform screen doors and the ESB protection area of ​​the emergency stop button, and there is no interlocking equipment CI communication track section within the range from the minimum safe rear end of the train to the current point-to-point mobile authorization endpoint, the on-board automatic protection system establishes point-to-point mobile authorization MA communication with the CI of the enhanced interlocking device to be communicated corresponding to the activated enhanced interlocking function. When the enhanced interlocking function is activated to check the PSD protection area of ​​the platform screen door and the ESB protection area of ​​the emergency stop button, and there is an interlocking equipment CI communication track section within the range from the minimum safe rear end of the train to the current point-to-point mobile authorization endpoint, the on-board automatic protection system establishes point-to-point mobile authorization MA communication with the interlocking equipment CI line to which the interlocking equipment CI communication track section belongs.

3. The method for real-time processing and protection of MA in train degradation mode according to claim 1, characterized in that, The method further includes: In the restricted manual driving mode (RM) of the train, if the onboard automatic protection system has applied an emergency braking system that can be automatically relieved, then the onboard automatic protection system is triggered to support the relief of the emergency braking by manual intervention.

4. The method for real-time processing and protection of Mobile Authorization (MA) in train degradation mode according to claim 1, characterized in that, The method further includes: In manual driving mode CM-I or automatic driving mode AM-I under the monitoring of the on-board automatic protection system at the point control level of the train, if the on-board automatic protection system determines that the enhanced interlocking status information is in a failed state, then it is determined that all emergency stop buttons ESB, platform screen doors PSD, and personnel protection switches SPKS within the jurisdiction of the currently acquired interlocking equipment CI are in an inactive state.

5. A real-time processing and protection device for MA (Management Ability) in train degradation mode, characterized in that, include: The acquisition module is used to acquire the interlocking equipment CI configuration of the track section where the minimum safety back end of the train is located in real time during the operation of the train in degraded mode. The communication module is used to establish point-to-point mobile authorized MA communication between the on-board automatic protection system and the enhanced interlocking device CI corresponding to the enhanced interlocking function when the line interlocking device CI is configured to enable the enhanced interlocking function. The protection module is used to trigger the on-board automatic protection system to apply protection to the train when the on-board automatic protection system receives the personnel protection switch SPKS status via point-based movement authorization (MA) communication, based on the front-to-back positional relationship between the train safety protection envelope and the personnel protection switch SPKS protection area corresponding to the personnel protection switch SPKS status. This includes: in manual driving mode CM-I under the on-board automatic protection system monitoring at the train's point control level, or in automatic driving mode AM-I under the train's point control level, if the personnel protection switch SPKS protection area corresponding to the personnel protection switch SPKS status is in front of the train safety protection envelope, then the on-board automatic protection system is triggered to retract the internal movement authorization endpoint to the entrance of the personnel protection switch SPKS protection area; if the personnel protection switch SPKS protection area corresponding to the personnel protection switch status overlaps with the train safety protection envelope, then the on-board automatic protection system is triggered to apply automatically rescinding emergency braking to the train. Before acquiring the configuration of the interlocking equipment (CI) in the track section where the minimum safety rear end of the train is located in real time, the acquisition module is further configured to: add the device status information of all emergency stop buttons (ESB), platform screen doors (PSD), and personnel protection switches (SPKS) within the jurisdiction of the interlocking equipment (CI) to the communication protocol between the interlocking equipment (CI) and the on-board automatic protection system, so as to configure the interlocking equipment (CI) as a communication-ready enhanced interlocking equipment (CI) with enhanced interlocking function enabled; wherein, the lines of adjacent communication-ready enhanced interlocking equipment (CI) can mutually transmit the status of personnel protection switches (SPKS) on both sides of the line boundary; The protection module is also used to trigger the vehicle automatic protection system to extend the internal movement authorization endpoint after the vehicle automatic protection system retracts the internal movement authorization endpoint to the entrance of the personnel protection switch SPKS protection area. If the personnel protection switch SPKS state returns to the inactive state or bypass state, the module will also trigger the vehicle automatic protection system to extend the internal movement authorization endpoint. After the onboard automatic protection system has applied automatically rescinded emergency braking to the train, the system will automatically release the emergency braking if the following conditions are met: The train has come to a complete stop; The enhanced interlocking status information does not contain any active personnel protection switches (SPKS), or the enhanced interlocking status information contains active personnel protection switches (SPKS) and the corresponding personnel protection switch (SPKS) protection area does not overlap with the train safety protection envelope. The enhanced interlocking status information is the information received by the vehicle-mounted automatic protection system during point-to-point mobile authorization (MA) communication.

6. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the real-time processing and protection method for MA in train degradation mode as described in any one of claims 1 to 4.

7. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the real-time processing and protection method for MA in train degradation mode as described in any one of claims 1 to 4.

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