Automatic dormancy and automatic wakeup method and system of train and train

Abstract

The invention provides an automatic dormancy and automatic wakeup method and system of a train and the train, and belongs to the technical field of automatic train control, and the method comprises the steps that when the train stops at any position on a rail, a first Beidou position of the train is received and stored in response to a received dormancy instruction, then power is cut off, and the train enters a dormancy state; after the train is powered on, receiving and storing a second Beidou position of the train in response to a received wake-up instruction; performing train positioning verification according to the first Beidou position and the second Beidou position; and under the condition that the positioning verification is passed, wakeup success information is sent to the auxiliary driving system. According to the method, the train can automatically sleep at any position of the rail, and meanwhile the situation that the train cannot sleep or be awakened is avoided; in addition, the application supports automatic sleep and wake-up operations without a network area.

Description

Technical Field

[0001] The present application relates to the technical field of train automatic control, and in particular to a method and system for automatic sleep and automatic wake-up of a train, as well as a train. Background Art

[0002] At present, the control system of urban rail trains has evolved from the Communication Based Train Control System (CBTC) to the Fully Automatic Operation (FAO) system. FAO has added the requirements for automatic wake-up and automatic sleep scenarios of trains.

[0003] However, in the existing fully automatic operation scheme, the automatic sleep and automatic wake-up of the train need to rely on the transponder fixed at the preset point. The train needs to stop accurately at the transponder installed at the preset point to achieve automatic sleep and automatic wake-up. The train cannot achieve automatic sleep and automatic wake-up at non-preset points. At the same time, the existing fully automatic operation scheme has problems such as failure to stop and exit the window, transponder failure, etc., which make the train unable to sleep and wake up. In addition. The existing fully automatic operation scheme requires continuous communication between on-board safety equipment and ground equipment to achieve automatic sleep and automatic wake-up of the train.

[0004] In summary, existing fully automatic operation solutions have the problems of low flexibility in sleep and wake-up locations, high probability of sleep and wake-up failure, and high dependence on network stability. Summary of the Invention

[0005] The present application provides a method, system and train for automatic sleep and automatic wake-up of a train, aiming to solve the problems of low flexibility in sleep and wake-up locations, high probability of sleep and wake-up failure and high dependence on network stability in existing fully automatic operation solutions.

[0006] In a first aspect, the present application provides a method for automatic sleep and automatic wake-up of a train, comprising: When the train stops at any position on the track, in response to receiving a sleep command, it receives and saves the first Beidou position of the train, then cuts off the power and enters the sleep state; After powering on, in response to receiving a wake-up command, receiving and saving the second Beidou position of the train; Perform train positioning verification based on the first Beidou position and the second Beidou position; If the positioning verification passes, a wake-up success message is sent to the assisted driving system.

[0007] As an embodiment, performing train positioning verification based on the first Beidou position and the second Beidou position specifically includes: Longitude value verification: calculating a first difference between a first longitude value of a first Beidou position and a second longitude value of a second Beidou position, and determining whether the first difference is less than or equal to a first threshold; Latitude value verification: calculating a second difference between a first latitude value of a first Beidou position and a second latitude value of a second Beidou position, and determining whether the second difference is less than or equal to a second threshold; If the first difference is less than or equal to the first threshold, and the second difference is less than or equal to the second threshold, the positioning check of the train passes.

[0008] As an embodiment, Beidou sensing equipment is provided at both the head and tail ends of the train; In addition, when the train's positioning is verified, the first positioning verification is performed based on the first Beidou position of the head end and the second Beidou position of the head end, and the second positioning verification is performed based on the first Beidou position of the tail end and the second Beidou position of the tail end; if both the first positioning verification and the second positioning verification pass, the train's positioning verification passes.

[0009] As an embodiment, performing positioning verification according to the first Beidou position and the second Beidou position further includes: Calculate the first relative distance between the head end and the tail end when the train enters sleep mode according to the first Beidou position of the head end and the first Beidou position of the tail end; Calculate the second relative distance between the head end and the tail end when the train wakes up based on the second Beidou position of the head end and the second Beidou position of the tail end; If both the first positioning check and the second positioning check are passed, and the first relative distance and the second relative distance are the same, the positioning check of the train is passed.

[0010] As an embodiment, while saving the first Beidou position, the operating status of the train when it enters sleep mode is also saved. The operating status includes the train position collected by the train system, the train's operating mode, and the train's control level.

[0011] As an embodiment, the automatic sleep and automatic wake-up method further includes: After the train wakes up, it sends a call request to the ground monitoring equipment. The call request is used to instruct the train to directly call the operating state when it entered sleep mode into safe operation mode; If the feedback information of the call request is positive, the operating status of the train when it enters sleep mode is sent to the auxiliary driving system, so that the auxiliary driving system can drive the train according to the operating status when it enters sleep mode.

[0012] As an embodiment, before the train positioning check, the following steps are also included: Dynamically adjust the first threshold and the second threshold according to the external environment of the train; Among them, the external environment includes the line precision factor and Beidou signal strength of the train’s location.

[0013] In a second aspect, the present application also provides an automatic sleep and wake-up system for a train, including Beidou sensing equipment, on-board safety equipment, and an assisted driving system; Beidou sensor equipment is installed on the train to detect the train's Beidou position; The onboard safety device is used to implement the above-mentioned automatic sleep and automatic wake-up methods of the train; The assisted driving system is used to communicate with on-board safety equipment to realize automatic sleep and automatic wake-up of the train.

[0014] As an embodiment, the train is equipped with BeiDou sensing equipment and onboard safety equipment at both the head and tail ends; Among them, the Beidou sensing equipment at the head end is connected to the vehicle-mounted safety equipment at the head end, and the Beidou sensing equipment at the tail end is connected to the vehicle-mounted safety equipment at the tail end; The on-board safety equipment at the front end is communicated with the on-board safety equipment at the rear end for real-time sharing and synchronization of information.

[0015] On the third aspect, the present application also provides a train, including the automatic sleep and automatic wake-up system of the above-mentioned train. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the present application or the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0017] Figure 1 This is one of the flow charts of the automatic sleep and automatic wake-up method of a train provided by this application; Figure 2 This is the second flow chart of the automatic sleep and automatic wake-up method of a train provided by this application; Figure 3 This is one of the flow charts of positioning verification provided by this application; Figure 4 This is one of the structural diagrams of the automatic sleep and automatic wake-up system for trains provided in this application; Figure 5 This is the second structural diagram of the automatic sleep and automatic wake-up system for trains provided in this application. DETAILED DESCRIPTION

[0018] To make the objectives, technical solutions, and advantages of this application more clear, the technical solutions of this application will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the embodiments described are only part of the embodiments of this application, not all of them. Based on the embodiments of this application, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of this application.

[0019] It should be noted that, in the description of the present invention, the terms "comprise," "include," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a list of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. Without further limitation, an element specified by the phrase "comprises a..." does not preclude the presence of additional identical elements in the process, method, article, or apparatus comprising the element. Terms such as "upper" and "lower" indicate positions or relationships based on those shown in the accompanying drawings and are intended solely to facilitate description and simplify the present invention. They are not intended to indicate or imply that the system or element referred to must have a specific orientation, be constructed, or operate in a specific orientation, and are therefore not to be construed as limiting the present invention. Unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be broadly construed, for example, to mean a fixed connection, a removable connection, or an integral connection; a mechanical connection or an electrical connection; a direct connection or an indirect connection through an intermediary; or internal communication between two elements. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0020] The terms "first," "second," and so forth, used herein are used to distinguish similar objects, not to describe a specific order or precedence. It should be understood that such terms are interchangeable where appropriate, allowing embodiments of the present invention to be implemented in an order other than that illustrated or described herein. Furthermore, the terms "first," "second," and so forth generally distinguish objects of a single type, and do not limit the number of objects. For example, the first object may be one or more. Furthermore, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates an "or" relationship between the connected objects.

[0021] The following combination Figures 1 to 5 The present application describes the automatic sleep and automatic wake-up method, system and train of the train provided by the present application.

[0022] It should be noted that the automatic sleep and automatic wake-up method of the train provided in the embodiment of the present application is implemented based on the automatic sleep and automatic wake-up system of the train. The automatic sleep and automatic wake-up method of the train can enable the train to achieve automatic sleep and automatic wake-up at any position on the track.

[0023] The embodiment of the present application describes the automatic sleep and automatic wake-up method of a train by taking the automatic sleep and automatic wake-up system of the train as an example of the execution body.

[0024] Figure 1 This is one of the flow charts of the automatic sleep and automatic wake-up method of a train provided in this application. Figure 2 This is the second flow chart of the automatic sleep and automatic wake-up method of the train provided in this application.

[0025] like Figure 1 As shown, the automatic sleep and automatic wake-up method of the train provided by this application includes: S110: When the train stops at any position on the track, in response to receiving a sleep instruction, it receives and saves the first Beidou position of the train, then cuts off the power and enters the sleep state.

[0026] Beidou position data is collected via onboard Beidou sensors. The first Beidou position is used to record the train's position when it enters sleep mode. Beidou position acquisition is not restricted by track sensors (such as transponders). Therefore, the train's position on the track during sleep mode is not limited to the location of transponders or other position sensors; it can automatically enter sleep mode at any location on the track.

[0027] In step S110, the assisted driving system remains powered on throughout the entire process. Equipment that loses power includes the train's onboard safety equipment and electrical devices used during operation. Furthermore, the Beidou sensing equipment can be powered off or on. Without power outages, the Beidou sensing equipment can continuously report the train's real-time Beidou position, providing continuous position monitoring.

[0028] S120: After powering on, in response to receiving a wake-up instruction, receiving and saving the second Beidou position of the train.

[0029] After the wake-up command is triggered, the assisted driving system first receives the wake-up command. In response, the assisted driving system powers on the train's equipment (including onboard safety devices). The assisted driving system then transmits the wake-up command to the onboard safety devices. Upon receiving the wake-up command, the onboard safety devices receive and save the train's secondary Beidou position.

[0030] S130: Perform train positioning verification based on the first Beidou position and the second Beidou position.

[0031] Positioning verification is used to verify whether the train has undergone cold movement during sleep, to ensure that the train is in a safe state before waking up. Cold movement of a train refers to the movement of the train by external power (such as an engineering vehicle) when the train is not started. This type of movement usually occurs during the maintenance or testing of the train (that is, authorized movement) and does not require the train's own power system to work. Unauthorized movement may also occur during the train's sleep period. Cold movement detection before wake-up is used to detect whether the train has moved before wake-up (it may be authorized movement or unauthorized movement, and no classification judgment is made here).

[0032] S140: If the positioning verification is passed, a wake-up success message is sent to the Assistant Operation Module (AOM), and the train can now operate safely.

[0033] Please combine Figure 2 When the train receives a sleep command, it first saves the first Beidou position and then enters sleep. The first Beidou position serves as the initial position information of the sleep phase. When the train receives a wake-up command, it first saves the second Beidou position, which serves as the final position information of the sleep phase. During positioning verification, the first and second Beidou positions are used to determine whether the train has experienced excessive cold movement during sleep. If excessive cold movement occurs, the train may be in an unsafe state and the wake-up conditions are not met. A warning can be issued to inform the staff to conduct a safety inspection. If no excessive cold movement occurs, the train meets the wake-up conditions, the verification passes, and the train wakes up successfully.

[0034] The embodiment of the present application records the location information of the train during sleep through Beidou location, and can collect the location without the assistance of a transponder. Therefore, the train can automatically sleep at any position on the track, which improves the flexibility of automatic sleep and wake-up; it also avoids problems such as failure to stop and exit the window, transponder failure, etc., which result in the train being unable to sleep and wake up. In addition, the embodiment of the present application supports automatic sleep and wake-up operations in areas without a network, and is suitable for flexible scheduling scenarios of urban rail transit, areas with low communication network deployment density and poor network stability, etc., which expands the scope of application. In addition, the cost of the transponder is relatively high. The embodiment of the present application can eliminate the need to install a transponder on the track, which can greatly reduce equipment costs.

[0035] In a possible embodiment, in steps S110 and S120, the triggering method of the sleep instruction and the wake-up instruction can be any of the following methods: manually controlling the power supply of the assisted driving system; locally pressing the total power supply in the train cab; remotely triggering the sleep instruction and the wake-up instruction.

[0036] In the embodiment of the present application, the train supports multiple sleep triggering methods and does not rely on a specific triggering method, which greatly improves the convenience of automatic sleep of the train.

[0037] In a possible embodiment, in step S130, performing a train positioning check based on the first Beidou position and the second Beidou position specifically includes: S1301: Longitude value verification: Calculate a first difference between a first longitude value of a first Beidou position and a second longitude value of a second Beidou position, and determine whether the first difference is less than or equal to a first threshold.

[0038] S1302: Latitude value verification: Calculate a second difference between a first latitude value of a first Beidou position and a second latitude value of a second Beidou position, and determine whether the second difference is less than or equal to a second threshold.

[0039] S1303: If the first difference is less than or equal to the first threshold, and the second difference is less than or equal to the second threshold, the positioning check of the train passes.

[0040] In the embodiment of the present application, the longitude and latitude values ​​are verified to determine whether the train has moved beyond the threshold in longitude and latitude, respectively, to ensure the safety of the train in the longitude and latitude directions during the sleep period.

[0041] Since there are detachable connecting devices between the carriages of the train, one or more connecting devices may be decoupled during the sleep period. Therefore, only one set of Beidou sensing equipment is installed on the train, and a set of Beidou positions is used for positioning verification before awakening. It is impossible to fully identify whether the train has moved.

[0042] Based on this consideration, in one possible embodiment, Beidou sensors are installed at both the head and tail ends of the train. Furthermore, in step S130, during the train's positioning verification, a first positioning verification (including the longitude and latitude verifications described above) is performed based on the first Beidou position at the head end and the second Beidou position at the head end. Simultaneously, a second positioning verification (including the longitude and latitude verifications described above) is performed based on the first Beidou position at the tail end and the second Beidou position at the tail end. If both the first and second positioning verifications pass, the train's positioning verification is considered passed.

[0043] The embodiment of the present application uses redundant positioning verification at the head end and the tail end to ensure that the train is woken up when no cold movement occurs at the head end and the tail end of the train, thereby reducing the cold movement misjudgment rate and further improving the safety of the train when waking up.

[0044] Based on this idea, it is understandable that at least one Beidou sensing device can be installed in the middle of the train to perform positioning verification through multiple Beidou positions at the head end, tail end, and middle end to provide comprehensive safety protection for the train.

[0045] Based on the above, the positioning checks at both the head and tail ends allow the train to move within the permitted range. However, when the two ends of the train move away from each other, even if the positioning checks at both ends pass, it is impossible to identify the situation where the train is disintegrated due to mid-section decoupling (decoupling of the connecting device) due to maintenance, testing or unauthorized movement.

[0046] Based on this consideration, in a possible embodiment, as Figure 3 As shown, in step S130, positioning verification is performed based on the first Beidou position and the second Beidou position, specifically including: S310: Perform a first positioning check based on the first Beidou position of the head end and the second Beidou position of the head end, and perform a second positioning check based on the first Beidou position of the tail end and the second Beidou position of the tail end.

[0047] S320: Calculate the first relative distance between the head end and the tail end when the train enters sleep based on the first Beidou position of the head end and the first Beidou position of the tail end, that is, the head and tail distance of the train when the train enters sleep.

[0048] S330: Calculate the second relative distance between the head end and the tail end when the train wakes up based on the second Beidou position of the head end and the second Beidou position of the tail end, that is, the head and tail distance of the train before the train wakes up.

[0049] S340: If both the first positioning check and the second positioning check are passed, and the first relative distance and the second relative distance are the same, the positioning check of the train is passed.

[0050] In this embodiment, if the train's head and tail positions are within the permitted range and the distance between the train's head and tail remains unchanged, the train has not experienced an excessive cold move, preventing single-end tampering and ensuring the train's integrity before wakeup. Furthermore, the current European Train Control System (ETCS) specifies cold move detection standards but does not provide a specific implementation plan. This embodiment implements the cold move detection functionality of the European ETCS standard by verifying both the head and tail position offset and the head and tail relative distance.

[0051] In existing technology, after waking up, a train needs to obtain operational status data from ground monitoring equipment (such as the train's position, operating mode, and control level, as collected by the train system). The train is then started and operated based on this operational status data. However, this interactive process consumes a significant amount of time and route resources, preventing the train from quickly entering a safe operating mode. Train location is obtained by scanning ground beacons, which indicate the train's location on which track segment.

[0052] Based on such considerations, in a possible embodiment, in step S110, while saving the first Beidou position, the operating status of the train when it enters sleep mode is also saved. The operating status includes the train position collected by the train system, the train's operating mode, and the train's control level.

[0053] The embodiment of the present application records the operating status when entering sleep mode to provide on-board operating data for train wake-up.

[0054] Based on the above, in a possible embodiment, the automatic sleep and automatic wake-up method provided by the present application further includes: After the train wakes up, it sends a call request to the ground monitoring equipment. The call request is used to instruct the train to directly enter the safe operation mode when it enters the dormant state.

[0055] If the ground monitoring equipment's feedback information on the call request is positive, the operating status of the train when it enters sleep mode is sent to the auxiliary driving system, so that the auxiliary driving system can drive the train according to the operating status when it enters sleep mode.

[0056] In the embodiment of the present application, when the operating state when entering sleep mode can be used directly and when the ground monitoring equipment allows, there is no need to receive operating data from the ground monitoring equipment and the on-board operating data can be directly called, thereby avoiding the time and route resource consumption caused by the traditional wake-up method and quickly realizing the safe operation of the train.

[0057] In practice, trains have varying requirements for positioning accuracy under different external environments. The DOP (Dilution of Precision) is often used to measure the impact of the geometric distribution of Beidou satellites on positioning accuracy. In navigation, the DOP is typically used to indicate the error magnification factor. Beidou sensor receivers typically output the DOP value along with the positioning results for user reference. A smaller DOP indicates a smaller error. Furthermore, Beidou positioning accuracy is higher in environments with strong Beidou signal strength, while lower in environments with weak signal strength.

[0058] Based on the above considerations, in a possible embodiment, before the train positioning verification (step S130), the following steps are further included: The first threshold and the second threshold are dynamically adjusted according to the external environment the train is in. The external environment includes the line precision factor and Beidou signal strength at the train's location.

[0059] In a possible embodiment, in an external environment where the line precision factor is small or the Beidou signal strength is large, the first threshold and the second threshold need to be reduced; in an external environment where the line precision factor is large (such as a tunnel or an elevated environment) or the Beidou signal strength is small, the first threshold and the second threshold need to be increased.

[0060] The embodiment of the present application dynamically adjusts the positioning verification threshold according to the external environment, so that the automatic sleep and wake-up are adapted to the external environment, thereby improving the efficiency of the automatic sleep and wake-up.

[0061] Based on the above, the present application further provides a train automatic sleep and automatic wake-up system. The train automatic sleep and automatic wake-up system and the above train automatic sleep and automatic wake-up method can refer to each other.

[0062] In one possible embodiment, Figure 4 As shown, the train's automatic sleep and wake-up system includes Beidou sensor equipment, on-board safety equipment and auxiliary driving system ( Figure 4 (The AOM device is shown in the figure). Beidou sensing equipment is installed on the train to detect the train's Beidou position and transmit it to the onboard safety equipment. The onboard safety equipment is used to implement the above-mentioned train automatic sleep and automatic wake-up methods. The assisted driving system is used to communicate with the onboard safety equipment to implement the train's automatic sleep and automatic wake-up. It should be noted that the onboard safety equipment and assisted driving system are installed at both ends of the train.

[0063] In a possible embodiment, the Beidou sensing device has at least one antenna, and different antennas are used to detect different information, such as the position of a train, the direction of a train, etc. Figure 4 In the illustrated embodiment, the Beidou sensor device has two antennas, one for detecting the train's position and the other for detecting its orientation. In this embodiment, positioning verification can be performed in two dimensions based on the position and orientation detected by the Beidou sensor device before and after wakeup. This allows for redundant verification of both position and orientation, even when the Beidou sensor device is installed on a single terminal.

[0064] Figure 4 In the embodiment shown, one end of the train is equipped with a Beidou sensor device. After the positioning verification is passed, the on-board safety equipment at this end sends a wake-up success message to the assisted driving system.

[0065] In a possible embodiment, the on-vehicle safety device is a SIL4 (Safety Integrity Level 4) safety device, which is the highest level in the safety integrity level and can minimize risks and hazards.

[0066] In the embodiment of the present application, the on-board safety equipment is connected using the existing wires on the train, and the automatic sleep and automatic wake-up system of the present application can be realized without the modification of ground monitoring equipment and cables. The embodiment of the present application records the position information of the train during sleep through Beidou location, and can collect the position without the assistance of a transponder. Therefore, the train can automatically sleep at any position on the track, which improves the flexibility of automatic sleep and wake-up; it also avoids the situation where the train cannot sleep and wake up due to problems such as failure to stop and exit the window and transponder failure. In addition, the embodiment of the present application supports automatic sleep and wake-up operations in areas without network, which is suitable for flexible scheduling scenarios of urban rail transit, areas with low communication network deployment density and poor network stability, etc., which expands the scope of application. In addition, the cost of the transponder is relatively high. The embodiment of the present application can cancel the installation of the transponder on the track, which can greatly reduce the equipment cost.

[0067] Based on the above, this application is applicable to ordinary railways, high-speed railways (HSR) or urban rail transit (such as subways), autonomous rail rapid transit systems (ART), single-track tracks, etc., and has a wide range of uses.

[0068] The triggering method of the sleep command and the wake-up command can be any of the following methods: manually controlling the power supply of the auxiliary driving system; locally pressing the main power supply in the train cab; remotely triggering the sleep command and the wake-up command.

[0069] In the embodiment of the present application, the train supports multiple sleep triggering methods and does not rely on a specific triggering method, which greatly improves the convenience of automatic sleep of the train.

[0070] After any of the above sleep commands are triggered, the assisted driving system receives the command and forwards it to the onboard safety equipment. The onboard safety equipment then updates its Beidou position in real time and saves it to non-volatile memory. It then provides feedback to the assisted driving system, indicating that it can be powered off. The assisted driving system powers off all electrical devices (including the onboard safety equipment), and the train enters a sleep state. After any of the above wake-up commands are triggered, the assisted driving system receives the command and powers on the onboard safety equipment and other electrical devices. It then forwards the wake-up command to the onboard safety equipment. The onboard safety equipment then updates its Beidou position in real time and saves it to non-volatile memory. It then performs a positioning verification. If the positioning verification passes, the onboard safety equipment provides feedback to the assisted driving system, indicating that the wake-up was successful.

[0071] In one possible embodiment, Figure 5As shown, BeiDou sensing equipment is installed at both the head and tail ends of the train. The BeiDou sensing equipment at the head end is connected to the onboard safety equipment at the head end, and the BeiDou sensing equipment at the tail end is connected to the onboard safety equipment at the tail end. The onboard safety equipment at the head end and the onboard safety equipment at the tail end are connected to each other for real-time information sharing and synchronization. Figure 5 As shown, the front and rear ends of the train are both equipped with assisted driving systems. The assisted driving system at the front end interacts with the on-board safety equipment at the front end, and the assisted driving system at the rear end interacts with the on-board safety equipment at the rear end. Thus, the train can be automatically put into sleep or automatically awakened through the assisted driving system at the front or rear end.

[0072] When in sleep mode, the onboard safety equipment at the head and tail ends save the first Beidou position and operating status respectively and then power off; when awakened, the Beidou sensing equipment at the head and tail ends independently report the second Beidou position to the corresponding onboard safety equipment. Both ends simultaneously verify whether the position offset exceeds the threshold, and after the verification is passed, the corresponding auxiliary driving system is combined with the authorization of the ground monitoring equipment to resume operation. In the embodiment of the present application, the head and tail ends perform positioning verification at the same time to achieve redundant positioning verification, ensuring that the train is awakened only when there is no cold movement at both the head and tail ends of the train, reducing the cold movement misjudgment rate and further improving the safety of the train when it is awakened.

[0073] On the basis of the above, vehicle safety equipment is also used to: Calculate the first relative distance between the head end and the tail end when the train enters sleep mode according to the first Beidou position of the head end and the first Beidou position of the tail end; Calculate the second relative distance between the head end and the tail end when the train wakes up based on the second Beidou position of the head end and the second Beidou position of the tail end; If both the first positioning check and the second positioning check are passed, and the first relative distance and the second relative distance are the same, the positioning check of the train is passed.

[0074] In this embodiment, if the train's head and tail positions are within the permitted range and the distance between the train's head and tail remains unchanged, the train has not experienced an excessive cold move, preventing single-end tampering and ensuring the train's integrity before wakeup. Furthermore, the current European Train Control System (ETCS) specifies cold move detection standards but does not provide a specific implementation plan. This embodiment implements the cold move detection functionality of the European ETCS standard by verifying both the head and tail position offset and the head and tail relative distance.

[0075] In one possible embodiment, the onboard safety equipment, while saving the primary Beidou location, also saves the train's operating status at the time of sleep. This operating status includes the train's position, operating mode, and control level, as collected by the train system. Furthermore, after the train wakes up, the onboard safety equipment sends a call request to the ground monitoring equipment, instructing it to directly call the train's operating status at sleep time to enter safe operating mode. If the ground monitoring equipment responds positively to the call request (i.e., the ground monitoring equipment provides authorization), the train's operating status at sleep time is sent to the assisted driving system, which then drives the train according to the operating status at sleep time.

[0076] In the embodiment of the present application, when the operating state when entering sleep mode can be used directly and when the ground monitoring equipment allows, there is no need to receive operating data from the ground monitoring equipment and the on-board operating data can be directly called, thereby avoiding the time and route resource consumption caused by the traditional wake-up method and quickly realizing the safe operation of the train.

[0077] In one possible embodiment, before positioning verification, the onboard safety device dynamically adjusts the first threshold and the second threshold based on the external environment of the train, wherein the external environment includes the line precision factor and Beidou signal strength of the train's location.

[0078] The embodiment of the present application dynamically adjusts the positioning verification threshold according to the external environment, so that the automatic sleep and wake-up are adapted to the external environment, thereby improving the efficiency of the automatic sleep and wake-up.

[0079] Based on the above, the present application also provides a train, which includes the above-mentioned automatic sleep and automatic wake-up system.

[0080] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for automatic sleep and automatic wake-up of a train, characterized in that: include: When the train stops at any position on the track, in response to receiving a sleep command, it receives and saves the first Beidou position of the train, then cuts off the power and enters the sleep state; After powering on, in response to receiving a wake-up command, receiving and saving the second Beidou position of the train; Performing a train positioning check based on the first Beidou position and the second Beidou position; If the positioning verification passes, a wake-up success message is sent to the assisted driving system.

2. The automatic sleep and wake-up method of a train according to claim 1, characterized in that: Performing a train positioning check based on the first Beidou position and the second Beidou position specifically includes: Longitude value verification: calculating a first difference between a first longitude value of the first Beidou position and a second longitude value of the second Beidou position, and determining whether the first difference is less than or equal to a first threshold; Latitude value verification: calculating a second difference between a first latitude value of the first Beidou position and a second latitude value of the second Beidou position, and determining whether the second difference is less than or equal to a second threshold; If the first difference is less than or equal to the first threshold, and the second difference is less than or equal to the second threshold, the positioning check of the train passes.

3. The automatic sleep and wake-up method of a train according to claim 2, characterized in that: Beidou sensing equipment is installed at both the head and tail ends of the train; In addition, when the train's positioning is verified, the first positioning verification is performed based on the first Beidou position of the head end and the second Beidou position of the head end, and the second positioning verification is performed based on the first Beidou position of the tail end and the second Beidou position of the tail end; if both the first positioning verification and the second positioning verification pass, the train's positioning verification passes.

4. The automatic sleep and wake-up method for a train according to claim 3, characterized in that: Performing positioning verification according to the first Beidou position and the second Beidou position also includes: Calculate the first relative distance between the head end and the tail end when the train enters sleep mode according to the first Beidou position of the head end and the first Beidou position of the tail end; Calculate the second relative distance between the head end and the tail end when the train wakes up based on the second Beidou position of the head end and the second Beidou position of the tail end; If both the first positioning check and the second positioning check are passed, and the first relative distance and the second relative distance are the same, the positioning check of the train is passed.

5. The automatic sleep and wake-up method of a train according to claim 1, characterized in that: While saving the first Beidou position, the operating status of the train when it enters sleep mode is also saved. The operating status includes the train position collected by the train system, the train's operating mode, and the train's control level.

6. The automatic sleep and wake-up method for a train according to claim 5, characterized in that: The automatic sleep and automatic wake-up method further includes: After the train wakes up, it sends a call request to the ground monitoring equipment, which is used to instruct the train to directly call the operating state when it enters sleep mode into a safe operation mode; If the feedback information of the call request is positive, the running status of the train when it enters sleep mode is sent to the auxiliary driving system, so that the auxiliary driving system can drive the train to run according to the running status when it enters sleep mode.

7. The automatic sleep and wake-up method for a train according to claim 2, characterized in that: Before the train positioning check, it also includes: Dynamically adjusting the first threshold and the second threshold according to the external environment of the train; The external environment includes the line precision factor and Beidou signal strength of the train's location.

8. An automatic sleep and wake-up system for a train, characterized in that: Including Beidou sensing equipment, vehicle safety equipment and assisted driving systems; The Beidou sensing device is installed on the train and is used to detect the Beidou position of the train; The on-board safety device is used to execute the automatic sleep and automatic wake-up method of a train according to any one of claims 1 to 7; The auxiliary driving system is used to communicate with the on-board safety equipment to realize automatic sleep and automatic wake-up of the train.

9. The automatic sleep and wake-up system for a train according to claim 8, characterized in that: Beidou sensing equipment and onboard safety equipment are installed at both the head and tail ends of the train; Among them, the Beidou sensing equipment at the head end is connected to the vehicle-mounted safety equipment at the head end, and the Beidou sensing equipment at the tail end is connected to the vehicle-mounted safety equipment at the tail end; The on-board safety equipment at the front end is communicated with the on-board safety equipment at the rear end for real-time sharing and synchronization of information.

10. A train, characterized in that: An automatic sleep and wake-up system for a train comprising the method described in claim 8 or 9.

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