Train operation control system and method based on tacs

Abstract

The application relates to a train operation control system and method based on TACS, belonging to the technical field of train operation control, and comprising a ground device and a vehicle-mounted device in communication connection with the ground device; the ground device judges whether to send a route state to the vehicle-mounted device according to whether a route is arranged for a train; the vehicle-mounted device judges a controlled mode to be sent to the ground device according to a driving mode of the train; when the controlled mode is a non-controlled train and whether the route state is being arranged, a route command is acquired, and a second moving authorization is calculated according to first preset train position information and a position of a prohibition signal machine and sent to the vehicle-mounted device; the vehicle-mounted device controls the controlled mode to be switched to a controlled train according to the second moving authorization and a preset upgrade condition, so that train operation safety can be ensured, information sharing and interaction can be realized through communication between the ground device and the vehicle-mounted device, operation efficiency is improved, and a train operation process is optimized.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of train operation control, in particular to a train operation control system and method based on TACS. BACKGROUND

[0002] Currently, TACS (Train Autonomic Control System) supports the on-board device to handle the route for the train. Under normal circumstances, the on-board device of the train handles the route for the train. Under fault conditions (such as on-board device failure, communication failure, etc.), the ground device handles the route for the degraded train. When the train recovers from the fault, the existing method usually adopts the operation of canceling the route handled by the ground device and then re-handling the route by the on-board device, which requires manual intervention and the train needs to be stopped during the re-handling of the route. Or the train that recovers normally continues to run in the mode of degraded train to the destination platform, and then the on-board device handles the route to restore the normal operation of the train after the ground device unlocks the route of the train. The above-mentioned methods all have the problem that the train cannot quickly and automatically recover to the high-level mode after recovering to the normal mode.

[0003] Based on the above problems, the patent CN114179871A railway train control system design method and system discloses that the position of the train in the line network is determined according to the UWB trackside sensing device and the UWB antenna installed on the train in the line network, and the position of the train is sent to the MBC device. The route command is sent to the CI device according to the NDMS. The route command handling condition is sent to the NDMS dispatching extension by the CI device, so that the NDMS dispatching extension sends the route command handling condition to the MBC device. The mobile authorization MA information sent by the MBC to the ATP and ATO is used to control the train operation. After the train is degraded due to failure, the current position of the train is sent to the MBC device and the NDMS device to complete the rapid upgrade after the train is degraded due to failure. However, the above-mentioned method is for the rapid upgrade after the train is degraded due to failure, which is realized by the CTCS train operation control system and the CBTC train operation control system relying on wireless communication technology to realize the real-time information exchange between the on-board device and the ground device. In the TACS train control system, since the communication of the automatic upgrade condition related information for the degraded train is not involved between the on-board device and the ground device, how to realize the communication of the automatic upgrade related information for the degraded train in the TACS train control system becomes a problem to be solved. SUMMARY

[0004] In view of the deficiencies in the prior art, the present application aims to provide a train operation control system and method based on TACS to solve the technical problem that the prior art does not involve communication of information related to automatic upgrading conditions of degraded trains between on-board equipment and ground equipment in a TACS train control system, and to solve the technical problem of how to realize data communication in a TACS train control system to realize automatic upgrading of degraded trains.

[0005] The present application provides a train operation control system based on TACS, comprising:

[0006] The ground equipment is deployed on one side of a track line, and the on-board equipment comprises a second route management module RMP.

[0007] The on-board equipment is communicatively connected to the ground equipment, and the on-board equipment comprises a first route management module RMP.

[0008] The route command sending device ATS is used to obtain a route command and send it to the route management module RMP, and the route management module RMP handles a train route based on the route command and calculates a movement authority.

[0009] The ground equipment is used to determine whether to send a route state to the on-board equipment based on whether a route is being handled for a train.

[0010] The on-board equipment is used to determine a controlled mode based on a driving mode of a train and send it to the ground equipment, and when the controlled mode received by the ground equipment is a non-controlled train and the ground equipment determines that the route state for the train is being handled,

[0011] The ground equipment obtains a first route command based on the second route management module RMP and sends a second movement authority to the on-board equipment based on the first route command, first preset train position information, and a position of a prohibition signal.

[0012] The on-board equipment receives the route state and the second movement authority sent by the ground equipment, and controls the controlled mode to switch to a controlled train based on the second movement authority and a preset upgrading condition.

[0013] The embodiments of the present application can ensure train operation safety according to whether the ground equipment is in a route handling state and a controlled mode, realize information sharing and interaction through communication between the ground equipment and the on-board equipment, improve operation efficiency, optimize train operation processes, and reduce delays.

[0014] In some embodiments of the present application, the communicatively connecting of the on-board equipment to the ground equipment comprises:

[0015] The controlled mode is encapsulated in a first sending packet, and the vehicle-mounted device sends the first sending packet to the ground device through a communication interface connected with the ground device.

[0016] The whether to handle the route state and the movement authorization are encapsulated in a second sending packet, and the ground device sends the second sending packet to the vehicle-mounted device through the communication interface.

[0017] The embodiment of the application realizes information transmission by adopting the packet encapsulation mode, and the vehicle-mounted device and the ground device realize information interaction by sending different packets, which is beneficial to cooperative work, and thus effective control of the train operation state is realized.

[0018] In some embodiments of the application, the vehicle-mounted device is specifically used for:

[0019] The vehicle-mounted device judges whether the non-controlled train meets the automatic upgrading condition according to the second movement authorization and the preset upgrading condition, and if the non-controlled train meets the automatic upgrading condition, the control mode of the train is switched to the controlled train.

[0020] The embodiment of the application realizes automatic conversion of the train control mode by judging whether the non-controlled train meets the automatic upgrading condition, enhances the automation degree of train operation management, helps to improve the safety of train operation, avoids risks caused by human operation delay or failure, improves the operation efficiency, and reduces the demand for manual intervention.

[0021] In some embodiments of the application, the ground device is specifically used for:

[0022] The ground device calculates a first movement authorization based on the first route command and first preset train position information, sets the distance from the starting point of the first movement authorization to the prohibited signal as a second movement authorization, and sends the second movement authorization to the vehicle-mounted device.

[0023] The embodiment of the application realizes the accuracy of movement authorization calculation by calculating the first movement authorization by the ground device and calculating the second movement authorization after adjusting the first movement authorization, ensures effective transmission of information between the vehicle-mounted device and the ground device by sending the second movement authorization to the vehicle-mounted device, and helps the vehicle-mounted device to master the operation range of the train, and thus more accurate control and adjustment of the train operation are realized.

[0024] In some embodiments of the application, the ground device is further used for:

[0025] The vehicle-mounted device controls the train operation based on the second movement authorization, and after the controlled mode of the train is switched to the controlled train, the controlled mode is sent to the ground device.

[0026] The ground device calculates a third movement authorization based on the first route command, the controlled mode and second preset train position information, and sends the third movement authorization to the on-board device, and the on-board device controls train operation according to the third movement authorization.

[0027] The embodiments of the present application help orderly management of train operation by the on-board device controlling train operation according to the second movement authorization and feeding back the controlled mode to the ground device. The ground device calculates the third movement authorization according to the latest controlled mode, the route command and the second preset train position information and sends the third movement authorization to the on-board device, so that the control of train operation is more flexible and accurate, the movement authorization can be updated in real time according to different states and positions of the train, the safety of train operation is ensured, the risk of train out of control due to changes in the operation process is avoided, and it is ensured that the train is always in a controlled state.

[0028] In some embodiments of the present application, the on-board device is further used for:

[0029] After the on-board device controls train operation according to the third movement authorization, the ground device unlocks the route of the train and updates the route state information, and sends whether the train is handled to the on-board device, the on-board device calculates a fourth movement authorization according to the second route command obtained by the first route management module RMP, and controls train operation according to the fourth movement authorization.

[0030] The embodiments of the present application realize process connection and information updating in the train operation process by the on-board device controlling train operation according to the third movement authorization and the ground device unlocking the train operation route and updating the route state information, ensure the coherence of train operation and route management, make the whole operation process more smooth, ensure the collaboration between the train and the ground system, and avoid operation problems caused by information lag.

[0031] Some embodiments of the present application further provide a train operation control method based on TACS, comprising the following steps:

[0032] The ground device information acquisition step: the ground device sends whether the route is handled to the on-board device according to whether the route is handled for the train;

[0033] The on-board device information acquisition step: the on-board device sends the controlled mode to the ground device according to the driving mode of the train;

[0034] The mobile authorization calculation step is: when the ground equipment receives the controlled mode as the uncontrolled train and the ground equipment judges that the train is in the route state, the first route command is acquired according to the second route management module RMP of the ground equipment, and the ground equipment calculates the second mobile authorization based on the first route command, the first preset train position information and the position of the prohibition signal and sends the second mobile authorization to the vehicle-mounted equipment;

[0035] The train operation control step is: the vehicle-mounted equipment receives the route state and the second mobile authorization sent by the ground equipment, and controls the controlled mode to switch to the controlled train in combination with the second mobile authorization and the preset upgrade condition.

[0036] The ground equipment information acquisition step and the vehicle-mounted equipment information acquisition step specifically include:

[0037] The controlled mode is packaged in the first sending message, and the vehicle-mounted equipment sends the first sending message to the ground equipment through the communication interface connected with the ground equipment;

[0038] The route state and the mobile authorization are packaged in the second sending message, and the ground equipment sends the second sending message to the vehicle-mounted equipment through the communication interface;

[0039] Whether the preset upgrade condition is packaged in the third sending message is determined according to whether the uncontrolled train is upgraded.

[0040] The train operation control step further includes:

[0041] The vehicle-mounted equipment judges whether the uncontrolled train meets the automatic upgrade condition according to the second mobile authorization and the preset upgrade condition, and if the uncontrolled train meets the automatic upgrade condition, the control mode of the train is switched to the controlled train.

[0042] The train operation control step further includes:

[0043] The ground equipment calculates the first mobile authorization based on the first route command and the first preset train position information, sets the distance from the starting point of the first mobile authorization to the prohibition signal as the second mobile authorization, and sends the second mobile authorization to the vehicle-mounted equipment.

[0044] Compared with the related art, the train operation control system and method based on TACS provided by the application guarantee the train operation safety according to whether the ground equipment is in the route state and the controlled mode, realize information sharing and interaction through the communication between the ground equipment and the vehicle-mounted equipment, improve the operation efficiency, optimize the train operation process, reduce the delay and can realize the automatic upgrade of the degraded train in the TACS train control system.

[0045] The details of one or more embodiments of the application are set forth in the accompanying drawings and the description below. Other features, objects, and advantages of the application will be apparent from the description and drawings, and from the claims. BRIEF DESCRIPTION OF DRAWINGS

[0046] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, specific embodiments of the present application will be described in detail below with reference to the drawings. For those of ordinary skill in the art, other embodiments obtained without creative work based on these drawings are also within the scope of the present application.

[0047] Figure 1 A structure schematic diagram of a train operation control system based on TACS is provided for the embodiments of the present application.

[0048] Figure 2 A communication connection schematic diagram of a ground device and a communication device is provided for the embodiments of the present application.

[0049] Figure 3 A flowchart of a train operation control method based on TACS is provided for the embodiments of the present application.

[0050] Figure 4 A scenario schematic diagram of degraded train operation control based on TACS is provided for the embodiments of the present application.

[0051] Figure 5 Another scenario schematic diagram of degraded train operation control based on TACS is provided for the embodiments of the present application.

[0052] Figure 6 A scenario schematic diagram of degraded train upgrade based on TACS is provided for the embodiments of the present application.

[0053] Figure 7 A scenario schematic diagram of train operation control after degraded train upgrade based on TACS is provided for the embodiments of the present application. DETAILED DESCRIPTION

[0054] In order to make the purposes, technical solutions and advantages of the present application clearer, the present application is described and explained below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and do not limit the present application. Based on the embodiments provided by the present application, all other embodiments obtained by those of ordinary skill in the art without creative work are within the scope of the present application.

[0055] It is to be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and / or "comprising," when used in this specification, specify the presence of stated features, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and / or groups thereof.

[0056] The embodiments in the present application and the features in the embodiments can be combined with each other in the case of no conflict.

[0057] In the TACS system, the driving modes of the train include continuous CM mode, continuous AM mode, FAM mode, CAM mode, non-continuous CM mode, non-continuous AM mode, and RM mode.

[0058] (1) Continuous CM mode

[0059] The train operation relies on continuous operation and control by the driver. The driver needs to continuously adjust the speed and operation state of the train according to various signal displays, speed limits, track conditions, etc.

[0060] When the train is in a complex station area or passes through some sections that require fine operation, the driver needs to pay close attention to various indication signals and control the start, braking, acceleration and deceleration of the train according to experience and actual situation to ensure that the train runs according to the specified speed and route.

[0061] It is usually applicable to sections that require manual fine operation, such as areas close to the platform to ensure accurate train stopping at the platform, or some special track sections such as curves and sections with large slopes, so that the driver can better adjust the operation state of the train according to the on-site situation and ensure train safety.

[0062] (2) Continuous AM mode

[0063] A driving mode with high automation level. The train operation process can automatically perform part of the operation, such as automatic speed adjustment, automatic operation according to signals and train diagram, etc.

[0064] The TACS system automatically monitors the position, speed, front track condition, etc. of the train and automatically completes the acceleration, deceleration and stopping operations, but the driver still needs to be on duty on the train.

[0065] The primary responsibility of the driver is to oversee the train's operational status and intervene manually in case of system anomalies or malfunctions. For example, the train will automatically run between stations according to the predetermined schedule and system control, automatically slowing down when approaching the front train or signal to ensure safe operation.

[0066] For normal line operation, when the running line is relatively stable and the track conditions and signal system can provide sufficient information, the continuous AM mode can reduce the driver's operating burden while ensuring efficient train operation.

[0067] (3) FAM Mode

[0068] Full automation driving mode, most of the train's operations are automatically completed by the system, including train start, acceleration, deceleration, parking, and door opening and closing.

[0069] The system automatically plans the train's running path and speed through a large number of sensors, communication networks, and control algorithms, and automatically executes tasks according to the schedule. In normal circumstances, the driver does not need to directly operate the train and can even cancel the train driver.

[0070] In normal operation, the train can automatically depart from one station, accurately stop at each station, and automatically complete the process of passengers getting on and off the train, achieving highly automated operation.

[0071] Suitable for lines with perfect automation systems and less complex conditions, it can achieve efficient and stable train operation, improve operational efficiency and service quality, and reduce labor costs.

[0072] (4) CAM Mode

[0073] Conditional automation mode, the train can automatically run under certain conditions, but in some specific situations, the driver's intervention or confirmation is required.

[0074] The system will automatically control the train's operation based on various conditions, but in some special situations such as abnormal signals or track abnormalities, it will pause automatic operation and wait for further instructions or confirmation from the driver before continuing to run.

[0075] When the train is in normal operation, if it detects foreign objects on the track, the system may automatically slow down or stop and wait for the driver to judge and handle the situation, deciding whether to continue running or take other measures.

[0076] Suitable for lines with a certain degree of automation, but some unpredictable special situations may occur, both using the automation capabilities of the system and retaining the decision-making role of the driver to deal with various complex situations.

[0077] (5) Non-continuous CM mode

[0078] The driver's operation of the train is intermittent according to specific instructions or signals.

[0079] During the operation of the train, the driver operates according to discrete information or instructions, and in some cases, according to the signals or commands of several key nodes to determine the start, stop and speed adjustment of the train, rather than continuously paying attention to various signals and information as in the continuous CM mode.

[0080] In some relatively simple line sections, the driver can operate according to a few main signals or ground instructions after receiving the corresponding instructions, and the frequency of operation is relatively low.

[0081] Suitable for lines with relatively simple operating conditions and low precision requirements for operation, in this mode, the driver's operation can be simplified to some extent, but it is necessary to ensure that the driver can accurately understand and execute these discrete instructions.

[0082] (6) Non-continuous AM mode:

[0083] Automatic operation is non-continuous. The system will automatically operate according to specific information or conditions, but the operation is not continuous, with certain time or condition intervals.

[0084] The train operates automatically under certain specific operating phases or conditions, and the system automatically adjusts the train's speed or performs other operations at certain time points or when certain operating conditions are reached, rather than continuously monitoring and adjusting.

[0085] During certain time periods, the train automatically completes some speed adjustments or operations according to the system's set time and conditions, while in other time periods, it remains in the current state, waiting for the next automatic operation condition to be triggered.

[0086] Suitable for lines with obvious intervals or phases in operating time or operating conditions, using the automation capabilities of the system, but not completely relying on system automatic operation continuously, reducing the continuous operating burden of the system.

[0087] (7) RM mode

[0088] Restrictive mode, the train operates at a lower speed in this mode, which is usually a safer operating mode, and is generally used in some fault or special situation.

[0089] The running speed of the train is strictly limited, the driver needs to operate the train more carefully, and some additional safety regulations need to be strictly followed, and the system may provide some special guidance information or restrictions to ensure the safe operation of the train.

[0090] When part of the system of the train fails, such as signal system failure or communication failure, the train switches to the RM mode, runs at a lower speed, and the driver needs to carefully observe the track conditions and follow the instructions of the dispatch center to prevent accidents.

[0091] Suitable for system failure or special circumstances, as a safety guarantee measure, to ensure that the train can continue to run in a safe manner when abnormal conditions occur, and to avoid serious safety problems caused by system failure.

[0092] The technical solutions of the present application will be described in detail below in conjunction with specific embodiments and the accompanying drawings.

[0093] As shown in the accompanying Figure 1 The present application provides a train operation control system based on TACS, comprising:

[0094] The ground device 1 is deployed on one side of the track line, and the on-board device includes a second route management module RMP for calculating a movement authority and handling a failure train route;

[0095] The on-board device 2 is communicatively connected to the ground device 1, and the on-board device 2 includes a first route management module RMP for calculating a movement authority and handling a normal train route;

[0096] The route command sending device ATS is used to obtain a route command and send it to the route management module RMP;

[0097] The ground device 1 is used to determine whether to handle the route state according to whether the train is handling the route, and send it to the on-board device 2;

[0098] The on-board device 2 is used to determine the controlled mode according to the driving mode of the train and send it to the ground device 1, when the controlled mode received by the ground device 1 is a non-controlled train, and the ground device 1 determines that the train is handling the route state is in the process of handling the route,

[0099] The ground device 1 obtains the first route command based on the second route management module RMP, and sends the second movement authorization to the vehicle-mounted device 2 based on the first route command, the first preset train position information and the position of the prohibition signal; optionally, when the driving mode of the train is the continuous CM mode, the continuous AM mode, the FAM mode or the CAM mode, the vehicle-mounted device 2 judges that the controlled mode is the controlled train; when the driving mode of the train is the non-continuous CM mode, the non-continuous AM mode or the RM mode, the vehicle-mounted device 2 judges that the controlled mode is the non-controlled train.

[0100] Optionally, the ground device 1 receives the controlled mode sent by the vehicle-mounted device 2, and judges that the train is a normal train when the controlled mode is the controlled train; the ground device 1 receives the controlled mode sent by the vehicle-mounted device 2, and judges that the train is a degraded train when the controlled mode is the non-controlled train.

[0101] The vehicle-mounted device 2 receives the whether-to-handle-route state and the second movement authorization sent by the ground device 1, and controls the controlled mode to switch to the controlled train in combination with the second movement authorization and the preset upgrade condition; optionally, the preset upgrade condition includes the train speed calculated based on the speed measurement module configured in the vehicle-mounted device 2.

[0102] Based on the communication between the ground device and the vehicle-mounted device, the train operation safety can be ensured according to the whether-to-handle-route state and the controlled mode, the information sharing and interaction can be realized through the communication between the ground device and the vehicle-mounted device, the operation efficiency is improved, the train operation process is optimized, and the delay is reduced.

[0103] In combination with the accompanying drawings, Figure 2 As shown in the drawings, the vehicle-mounted device 2 is in communication connection with the ground device 1, and the ground device 1 comprises:

[0104] When the ground device 1 and the vehicle-mounted device 2 are the same manufacturer,

[0105] The controlled mode is packaged in the first sending message, and the vehicle-mounted device 2 sends the first sending message to the ground device 1 through the communication interface connected with the ground device 1;

[0106] The whether-to-handle-route state and the movement authorization are packaged in the second sending message, and the ground device 1 sends the second sending message to the vehicle-mounted device 2 through the communication interface.

[0107] When the ground device 1 and the vehicle-mounted device 2 are different manufacturers and need to realize the function of automatically upgrading the degraded train to the high-level mode train,

[0108] The controlled mode is packaged in the first sending message, and the vehicle-mounted device 2 sends the first sending message to the ground device 1 through the communication interface connected with the ground device 1;

[0109] Whether to handle the route state, the mobile authorization is encapsulated in the second sending message, and the ground equipment 1 sends the second sending message to the vehicle-mounted equipment 2 through the communication interface

[0110] For the TACS system, based on the communication mode not defined in the interconnection specification such as “Train Autonomous Operation System (TACS) Interconnection Technical Conditions” T / SDAS 1019-2024, the application transmits information by adopting the message encapsulation mode, and the vehicle-mounted equipment and the ground equipment realize information interaction by sending different messages, which is beneficial to cooperative work, and further realizes effective control of the train operation state.

[0111] Further, the vehicle-mounted equipment 2 is specifically used for:

[0112] The vehicle-mounted equipment 2 judges whether the non-controlled train meets the automatic upgrade condition according to the second mobile authorization and the preset upgrade condition, and if the non-controlled train meets the automatic upgrade condition, the control mode of the train is switched to the controlled train.

[0113] The ground equipment 1 calculates the first mobile authorization based on the first route command and the first preset train position information, sets the distance from the starting point of the first mobile authorization to the prohibition signal as the second mobile authorization, and sends the second mobile authorization to the vehicle-mounted equipment 2.

[0114] By judging whether the non-controlled train meets the automatic upgrade condition, the automatic conversion of the train control mode can be realized, the automation degree of train operation management is enhanced, the safety of train operation is improved, the risk caused by human operation delay or mistake is avoided, the operation efficiency is improved, and the demand for manual intervention is reduced.

[0115] The ground equipment calculates the first mobile authorization, and calculates the second mobile authorization after adjusting the first mobile authorization, realizes the accuracy of the mobile authorization calculation, sends the second mobile authorization to the vehicle-mounted equipment, ensures the effective transmission of information between the vehicle-mounted equipment and the ground equipment, helps the vehicle-mounted equipment to master the operation range of the train, and further realizes more accurate control and adjustment of the operation of the train.

[0116] Further, the ground equipment 1 is further used for:

[0117] The vehicle-mounted equipment 2 controls the train operation based on the second mobile authorization, and after switching the controlled mode of the train to the controlled train, sends the controlled mode to the ground equipment 1.

[0118] The ground equipment calculates the third mobile authorization based on the first route command, the controlled mode and the second preset train position information, and sends the third mobile authorization to the vehicle-mounted equipment 2, and the vehicle-mounted equipment 2 controls the train operation according to the third mobile authorization.

[0119] The vehicle-mounted device controls train operation according to the second movement authority, and feeds back the controlled mode to the ground device, which helps orderly management of train operation. The ground device calculates the third movement authority according to the latest controlled mode, route command and second preset train position information, and sends the third movement authority to the vehicle-mounted device, so that control of train operation is more flexible and accurate, the movement authority can be updated in real time according to different states and positions of the train, the safety of train operation is ensured, the risk of train out of control due to changes in the operation process is avoided, and it is ensured that the train is always in a controlled state.

[0120] Further, the vehicle-mounted device 2 is also used for:

[0121] After the vehicle-mounted device 2 controls train operation according to the third movement authority, the ground device 1 unlocks the route for the train according to the operation of the train, and sends whether the route state for the train is not handled to the vehicle-mounted device 2, the vehicle-mounted device 2 calculates the fourth movement authority according to the second route command obtained by the first route management module RMP, and controls train operation according to the fourth movement authority.

[0122] By controlling train operation according to the third movement authority, the ground device unlocks the train operation route and updates the route state information, realizes process connection and information updating in the train operation process, ensures the continuity of train operation and route management, makes the whole operation process more smooth, ensures the cooperation between the train and the ground system, and avoids operation problems caused by information lag.

[0123] As shown in the accompanying Figure 3 The embodiment of the present application also provides a train operation control method based on TACS, which comprises the following steps:

[0124] The ground device information obtaining step S1: the ground device 1 sends whether the route state for the train is handled to the vehicle-mounted device 2 according to whether the route for the train is handled;

[0125] The vehicle-mounted device information obtaining step S2: the vehicle-mounted device 2 sends the controlled mode to the ground device 1 according to the driving mode of the train;

[0126] The movement authority calculating step S3: when the controlled mode received by the ground device 1 is a non-controlled train, and the route state for the train is being handled according to the judgment of the ground device 1, the first route command is obtained according to the second route management module RMP of the ground device, the ground device calculates the second movement authority based on the first route command, first preset train position information and position of the prohibition signal, and sends the second movement authority to the vehicle-mounted device 2;

[0127] The train operation control step S4: the vehicle-mounted device 2 receives whether the route state for the train is handled and the second movement authority sent by the ground device 1, and controls the controlled mode to switch to a controlled train in combination with the second movement authority and preset upgrade conditions.

[0128] The ground device information obtaining step S1 and the vehicle-mounted device information obtaining step S2 specifically include:

[0129] The controlled mode is encapsulated in the first sending message, and the vehicle-mounted device 2 sends the first sending message to the ground device 1 through the communication interface connected with the ground device 1;

[0130] Whether the route state is handled, the mobile authorization is encapsulated in the second sending message, and the ground device 1 sends the second sending message to the vehicle-mounted device 2 through the communication interface;

[0131] According to whether the uncontrolled train is upgraded, it is judged whether the preset upgrade condition is encapsulated in the third sending message.

[0132] Further, the train operation control step further includes:

[0133] The vehicle-mounted device 2 judges whether the uncontrolled train meets the automatic upgrade condition according to the second mobile authorization and the preset upgrade condition, and if the uncontrolled train meets the automatic upgrade condition, the control of the train is switched from the controlled mode to the controlled train;

[0134] The ground device 1 calculates the first mobile authorization based on the first route command and the first preset train position information, sets the distance from the starting point of the first mobile authorization to the prohibited signal as the second mobile authorization, and sends the second mobile authorization to the vehicle-mounted device 2.

[0135] Preferably, in combination with the accompanying Figure 4 As shown in the TACS system, when the train fails, the process of controlling the train operation by the ground device and the vehicle-mounted device is as follows:

[0136] S401: The train fails and stops in the track section G1, at this time, the train is a degraded train, and the ground device cannot obtain the controlled mode of the train from the degraded train according to the vehicle-mounted device, at this time, the ground device defaults the controlled mode of the train as an uncontrolled train;

[0137] S402: The ground device arranges a route with the platform 1 as the destination for the degraded train located in the track section G1, and the end of the route is the track section G9;

[0138] S403: Check the safety conditions of the route, such as no other train between the tail of the degraded train and the end of the route, no block between the start and end of the degraded train route section, and other safety conditions are met, at this time, the start of the mobile authorization is the tail of the degraded train, and the end is the end of the route;

[0139] S404: The ground device calculates the first mobile authorization for the degraded train, and the start is the tail of the degraded train position, and the end is the end of the route;

[0140] S405: The ground device cuts off the first movement authority from the start point of the first movement authority to the first same direction prohibition signal X0901 as the second movement authority along the route direction.

[0141] The accompanying drawings are included to provide a further understanding of the present application, and are incorporated in and constitute a part of this specification. The drawings illustrate embodiments of the present application and, together with the description, serve to explain the principles of the present application. Figure 5 As shown in the drawings, when the train fails, the ground device calculates the second movement authority, at this time, the train operation control process is as follows:

[0142] S501: The ground device sends the second movement authority to the on-board device, when the on-board device controls the degraded train to run to the track section G3 according to the second movement authority, the on-board device reports the position of the train to the ground device and the controlled mode of the train is the uncontrolled train;

[0143] S502: The ground device receives that the controlled mode of the train is the uncontrolled train;

[0144] S503: The ground device updates the start point of the first movement authority calculated for the degraded train to the train tail periodically reported by the degraded train, and the end point is the end point of the route;

[0145] S504: The ground device cuts off the first movement authority from the start point of the first movement authority to the first same direction prohibition signal X0901 as the second movement authority along the route direction;

[0146] S505: The ground device periodically sends the second movement authority to the on-board device of the degraded train and whether the route state is in the process of handling the route;

[0147] The accompanying drawings are included to provide a further understanding of the present application, and are incorporated in and constitute a part of this specification. The drawings illustrate embodiments of the present application and, together with the description, serve to explain the principles of the present application. Figure 6 As shown in the drawings, when the train fails, the degraded train automatically upgrades, the process is as follows:

[0148] S601: The on-board device judges whether the uncontrolled train meets the automatic upgrade condition according to the received second movement authority, train speed and preset upgrade condition, if the uncontrolled train meets the automatic upgrade condition, the controlled mode of the train is switched to the controlled train;

[0149] S602: After the controlled mode of the train is switched to the controlled train, the on-board device controls the train to run according to the second movement authority and sends the information that the controlled mode of the train is the controlled train to the ground device;

[0150] S603: The ground device receives the controlled mode of the train sent by the on-board device as the controlled train, and considers that the train is restored to the normal train;

[0151] S604: The ground device calculates the third movement authority based on the first route command, the train position periodically reported by the train and the controlled mode of the train as the controlled train, and checks the safety condition of the route;

[0152] S605: When the safety condition is met, the ground device calculates the third movement authority for the normal train, the start point of which is the tail of the train and the end point of which is the end point of the route, and sends the third movement authority to the on-board device, which controls the train operation according to the third movement authority;

[0153] S606: When the train runs to the track section G7 and aligns in front of the platform 1, the ground device updates the movement authority according to the train position period reported by the train periodically, and the start point of the movement authority is the tail of the train and the end point of the movement authority is the end point of the route.

[0154] In combination with the accompanying drawings, when the degraded train is upgraded to the high-level mode, the control process of the train operation is as follows: Figure 7

[0155] S701: The on-board device controls the train to stop at the platform 1 according to the third movement authority, the ground device unlocks the train operation route, and sends whether the route is not handled to the on-board device;

[0156] S702: After the on-board device receives whether the route is not handled sent by the ground device, the on-board device handles the route for the train according to the second route command received by the first route management module RMP from the route command sending device ATS, and calculates the fourth movement authority, and controls the train operation according to the fourth movement authority.

[0157] Based on the above method, the train operation safety is ensured according to whether the ground device is handling the route state and the controlled mode, information sharing interaction is realized through communication between the ground device and the on-board device, the operation efficiency is improved, the train operation process is optimized, the delay is reduced, and the degraded train can be automatically upgraded in the TACS train control system.

[0158] It should be noted that the above is a reference mode of the train operation control system and method based on TACS, and the present application is not limited thereto.

[0159] The embodiment of the present application realizes the degraded train automatic upgrade in the TACS train control system by ensuring the train operation safety according to whether the ground device is handling the route state and the controlled mode, realizing information sharing interaction through communication between the ground device and the on-board device, improving the operation efficiency, optimizing the train operation process, reducing the delay, and solving the technical problem that the prior art does not involve communication between the on-board device and the ground device in the TACS train control system, and thus how to realize data communication for the TACS train control system to realize the degraded train automatic upgrade.

[0160] ​It should be noted that the various embodiments described in the specification are intended to be illustrative only and are not in any way limiting of the present application. The description of the embodiments is presented solely for the purpose of enabling a person skilled in the art to make and use the application. It will be understood to those skilled in the art that various modifications can be made to the embodiments described herein without departing from the spirit of the application. Such modifications are intended to be within the scope of the present application.

[0161] The above embodiments are only used to illustrate the technical solutions of the present application but not limit the present application; although the present application has been described in detail with reference to the preferred embodiments, it is understood by those skilled in the art that the specific embodiments of the present application can be modified or some technical features can be replaced by equivalent ones; and without departing from the spirit of the technical solutions of the present application, they should be covered in the technical solution range of the present application.

Claims

1. A train operation control system based on TACS, characterized in that, include: Ground equipment, deployed on one side of the track line, the ground equipment includes a second route management module (RMP); The vehicle-mounted equipment is communicatively connected to the ground equipment, and the vehicle-mounted equipment includes a first route management module (RMP). The route command sending device (ATS) is used to obtain route commands and send them to the route management module (RMP). The route management module (RMP) processes train routes and calculates movement authorizations based on the route commands. The ground equipment is used to determine whether a route is being processed for the train and send the route status to the onboard equipment. The onboard equipment is used to determine the controlled mode based on the train's driving mode and send it to the ground equipment. When the ground equipment receives the controlled mode as an uncontrolled train, and the ground equipment determines whether the train is in the process of processing a route, the train is in the process of processing a route. The ground equipment obtains the first route command based on the second route management module RMP, and calculates the second movement authorization based on the first route command, the first preset train position information and the position of the prohibition signal, and sends it to the on-board equipment; The onboard equipment receives information from the ground equipment regarding whether a route status has been processed and the second movement authorization. Based on the second movement authorization and preset upgrade conditions, it controls the controlled mode to switch to the controlled train.

2. The train operation control system based on TACS according to claim 1, characterized in that, The vehicle-mounted equipment communicates with the ground equipment including: The controlled mode is encapsulated in a first transmission message, and the vehicle-mounted device transmits the first transmission message to the ground device through a communication interface connected to the ground device. The information regarding whether a route status and mobility authorization have been processed is encapsulated in a second transmission message, which is then sent from the ground equipment to the vehicle-mounted equipment via the communication interface.

3. The TACS-based train operation control system according to claim 1 or 2, characterized in that, The vehicle-mounted equipment is specifically used for: The on-board equipment determines whether the uncontrolled train meets the conditions for automatic upgrade based on the second mobility authorization and the preset upgrade conditions. If the uncontrolled train meets the conditions for automatic upgrade, the train's control mode is switched to controlled train mode.

4. The train operation control system based on TACS according to claim 1, characterized in that, The ground equipment is specifically used for: The ground equipment calculates the first movement authorization based on the first route command and the first preset train position information, sets the distance from the starting point of the first movement authorization to the prohibition signal as the second movement authorization, and sends the second movement authorization to the on-board equipment.

5. The train operation control system based on TACS according to claim 3, characterized in that, The ground equipment is also used for: The on-board equipment controls the train's operation based on the second mobile authorization, and after switching the train's controlled mode to controlled train, it sends the controlled mode to the ground equipment; The ground equipment calculates a third movement authorization based on the first route command, the controlled mode, and the second preset train position information, and sends the third movement authorization to the onboard equipment, which then controls the train operation according to the third movement authorization.

6. The train operation control system based on TACS according to claim 4, characterized in that, The vehicle-mounted equipment is also used for: After the onboard equipment controls the train to run according to the third movement authorization, the ground equipment unlocks the route according to the train's operation and sends the status of whether the train has been granted a route (if not) to the onboard equipment. The onboard equipment calculates the fourth movement authorization based on the second route command obtained from the first route management module (RMP) and controls the train to run according to the fourth movement authorization.

7. A train operation control method based on TACS, characterized in that, Includes the following steps: Ground equipment information acquisition steps: The ground equipment determines whether a route is being processed for the train and sends the route status to the onboard equipment; Onboard equipment information acquisition steps: The onboard equipment determines the controlled mode based on the train's driving mode and sends the information to the ground equipment; Mobility authorization calculation steps: When the controlled mode received by the ground equipment is an uncontrolled train, and the ground equipment determines whether the train is processing a route, the ground equipment obtains the first route command according to the second route management module RMP of the ground equipment. The ground equipment calculates the second mobility authorization based on the first route command, the first preset train position information and the position of the prohibition signal and sends it to the on-board equipment. Train operation control steps: The on-board equipment receives information from the ground equipment regarding whether a route has been processed and the second movement authorization, and controls the controlled mode to switch to controlled train mode based on the second movement authorization and preset upgrade conditions.

8. The train operation control method based on TACS according to claim 7, characterized in that, The specific steps for obtaining information from ground equipment and vehicle-mounted equipment include: The controlled mode is encapsulated in a first transmission message, and the vehicle-mounted device transmits the first transmission message to the ground device through a communication interface connected to the ground device. The information regarding whether a route status and mobility authorization have been processed is encapsulated in a second transmission message, which is then sent from the ground equipment to the vehicle-mounted equipment via the communication interface.

9. The train operation control method based on TACS according to claim 8, characterized in that, The train operation control steps also include: The on-board equipment determines whether the uncontrolled train meets the conditions for automatic upgrade based on the second mobility authorization and the preset upgrade conditions. If the uncontrolled train meets the conditions for automatic upgrade, the train's control mode is switched to controlled train mode.

10. The train operation control method based on TACS according to claim 7, characterized in that, The train operation control steps also include: The ground equipment calculates the first movement authorization based on the first route command and the first preset train position information, sets the distance from the starting point of the first movement authorization to the prohibition signal as the second movement authorization, and sends the second movement authorization to the on-board equipment.

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