Method, device and medium for switching control of zc train positioning information between voBC and obs

Abstract

This invention relates to a control method, device, and medium for switching ZC train positioning information between VOBC and OBS. The method includes: S1, determining whether the position message sent by VOBC is valid; S2, updating the VOBC position information based on the position message sent by VOBC; S3, determining whether the position message sent by OBS is valid; S4, updating the OBS position information based on the position message sent by OBS; S5, determining the source of the train's position information and updating the train position information and control information; S6, determining whether a switch has occurred based on the updated train position information and determining whether the conditions for triggering a systemic blockade of ZC have been met; S7, updating the Automatic Train Protection (AP) based on the train position information and axle occupancy status information; S8, calculating the train's movement authorization information; and S9, sending train control messages or special control messages to VOBC and OBS. Compared with the prior art, this invention has advantages such as efficient fusion of dual-source positioning, safe switching, and precise control.

Description

Technical Field

[0001] This invention relates to train signal control systems, and more particularly to a control method, device, and medium for switching ZC (Zone Controller) train positioning information between VOBC (Vehicle On-Board Controller) and OBS (On-Board system). Background Technology

[0002] In rail transit control systems, the Zone Controller (ZC) needs to acquire train positioning information in real time to achieve moving block control. In traditional technologies, when the onboard controller (VOBC) positioning information fails—such as in cases of onboard misalignment, train-to-ground communication interruption, or remote onboard restart—the signaling system relies entirely on axle counting to detect train position. When the number of axle counting heads on the line decreases, the axle counting section becomes larger, reducing the accuracy of axle-based train position detection. This leads to problems such as an excessively large impact area from a faulty train and excessively long recovery times for CBTC (Cyclic Block Train Control) operations. To address these issues, existing technologies introduce Onboard Surveillance System (OBS) as a redundant positioning method; however, current technology lacks a mechanism for switching train positioning information between VOBC and OBS.

[0003] A search of Chinese Patent Publication No. CN116001858A reveals a system and method for redundancy and switching of positioning equipment at the head and tail of a railcar. Specifically, it discloses positioning modules and on-board controllers located at both ends of the train. The on-board controllers include ATP and ATO, and information exchange between them is achieved through an in-vehicle communication network. The positioning modules include BTM positioning equipment and speed measuring equipment. The BTM positioning equipment collects positioning beacon information from the trackside. ATP and ATO complete train positioning and periodic position updates based on their respective BTM positioning equipment and speed measuring equipment. ATP continuously monitors for positioning faults. When the head-end ATP determines that its positioning equipment is faulty, if it determines that the tail-end positioning equipment is not faulty, it switches to using the tail-end positioning information to update its own position information. This existing patent solves the problem of how to switch and use redundant positioning information at the head end, but it does not address the switching process between VOBC and OBS positioning information for the train positioning information of the area controller. Therefore, the existing technology has the following problems: 1) The fusion control logic for dual-source localization is missing; 2) Positioning switching may cause train positioning errors and position jumps, triggering a systemic shutdown of the ZC (Zero-Center). 3) The location switch causes a change in train mode; 4) No rules for calculating movement authorization and turnout information under OBS positioning are defined.

[0004] Therefore, how to solve the problems of insufficient accuracy and slow recovery caused by the existing reliance on axis counting positioning, while ensuring the safety and efficiency of the switching process, has become a technical problem that needs to be solved. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the prior art by providing a control method, device, and medium for switching ZC train positioning information between VOBC and OBS.

[0006] The objective of this invention can be achieved through the following technical solutions: According to a first aspect of the present invention, a control method for switching ZC train positioning information between VOBC and OBS is provided, the method comprising the following steps: Step S1: Determine whether the location message sent by VOBC is valid. If it is, record the message and proceed to step S2; otherwise, discard the message. Step S2: Update the VOBC location information according to the location message sent by the VOBC; Step S3: Determine whether the location message sent by OBS is valid. If it is, record the message and proceed to step S4; otherwise, discard the message. Step S4: Update the OBS location information according to the location message sent by OBS; Step S5: Based on the VOBC location information from step S2 and the OBS location information from step S4, determine the source of the train's location information and update the train's location information and control information. Step S6: Determine whether a switchover has occurred based on the updated train position information, and determine whether the conditions for ZC to trigger a systemic shutdown have been met. Step S7: Update the Automatic Safety Protection AP (AP) based on the train location information and axle occupancy status information; Step S8: Calculate the train's movement authorization information; Step S9: Send train control messages or special control messages to VOBC and OBS.

[0007] As a preferred technical solution, in step S1, the legality of the location message is determined according to the ZC and VOBC interface specifications.

[0008] As a preferred technical solution, the VOBC location information in step S2 includes whether the VOBC is available in the current ZC and whether the VOBC is located.

[0009] As a preferred technical solution, the VOBC is available in the current ZC when any of the following conditions are met: Condition A1: The train position information in the VOBC position message is the default value; Condition A2, the train's front end or rear end is located in the current ZC in the VOBC location message.

[0010] As a preferred technical solution, the VOBC is positioned in the current ZC when all of the following conditions are met: Condition B1: The train position information in the VOBC position message is not the default value; Condition B2: The position of the train's front end or the smallest rear end in the VOBC position message is in the current ZC; Condition B3: If both the maximum and minimum locomotive positions are in the current ZC, then the maximum locomotive position must be in front of the minimum locomotive position or both positions must be the same, and the distance between them must be less than the sum of the positioning error and 3 times the train positioning accuracy. Condition B4: If the smallest front position is in the current ZC and the largest front position is not in the current ZC, then the smallest rear position must be in the current ZC and the search must be performed from the smallest front position along the front direction. The distance is the sum of the positioning error and twice the positioning accuracy, which is enough to search the ZC boundary. Condition B5: If both the maximum and minimum rear positions are in the current ZC, then the maximum rear position must be in front of the minimum rear position or both positions must be the same, and the distance between them must be less than the sum of the positioning error and 3 times the train positioning accuracy. Condition B6: If the smallest rear position is in the current ZC and the largest rear position is not in the current ZC, then it is required to search from the smallest rear position along the direction of the train head, and the distance is the sum of the positioning error distance and twice the train positioning accuracy to reach the ZC boundary. Condition B7: If both the smallest front and smallest rear are in the current ZC, then the smallest front must be in front of the smallest rear and the difference between the two distances must be less than the sum of the train length in the train position information and 3 times the positioning accuracy. Condition B8: If both the largest front and the largest rear are in the current ZC, then the largest front must be in front of the largest rear and the difference between the two must be less than the sum of the train length in the train position information and 3 times the positioning accuracy. Condition B9: If the smallest front of the vehicle is in the current ZC and the smallest rear of the vehicle is not in the current ZC, then the largest front of the vehicle must be in the current ZC and the sum of the vehicle length and twice the positioning accuracy searched from the position of the smallest front of the vehicle along the direction of the front of the vehicle can reach the boundary of the ZC. Condition B10: If the smallest front of the vehicle is not in the current ZC and the smallest rear of the vehicle is in the current ZC, then the largest front of the vehicle must not be in this ZC, and the sum of the vehicle length and twice the positioning accuracy can be searched from the position of the smallest rear of the vehicle along the direction of the front of the vehicle to reach the boundary of the ZC. Condition B11: The train's positioning error is less than the maximum positioning error of VOBC.

[0011] As a preferred technical solution, the OBS location information in step S4 includes whether the OBS is available in the current ZC and whether the OBS is located.

[0012] As a preferred technical solution, the source for determining the train's location information in step S5 is specifically: S501, If ​​the VOBC location information is available in the current ZC and the OBS location information is not available in the current ZC, then the VOBC location information is used to update the train. S502, If the OBS location information is available in the current ZC and the VOBC location information is not available in the current ZC, then the OBS location information is used to update the train. S503, if OBS and VOBC are available in the current ZC, and both OBS and VOBC are located, then the train's location information is updated using the VOBC's location information. S504, If OBS and VOBC are available in the current ZC, and both OBS and VOBC are out of position, then the position information of VOBC is used to update the train; S505: If OBS and VOBC are available in the current ZC, and OBS is located while VOBC is out of position, then the position information of OBS is used to update the train.

[0013] As a preferred technical solution, the control information in step S5 includes whether the train is under ATC control, whether the train's driving mode is manual driving mode, and the train's buffer zone activation strategy. When the train updates its position according to the VOBC location message: if the VOBC is located and the driving mode sent by the VOBC is not the emergency manual driving mode, the train is considered to be in ATC control mode; if it is in EUM mode, the ATC will not control the train. If the VOBC is located and the driving mode sent by the VOBC is RM mode, the train is considered to be in RM mode. When the train updates its location based on the OBS location message: if the OBS is located and the driving mode sent by the OBS is Emergency Manual Driving Mode, the train is considered to be in ATC disconnected state; if the OBS is located and the driving mode sent by the OBS is another mode, the train is considered to be in RM mode. The specific strategy for activating the train's buffer zone is as follows: if the train is in ATC disconnected state, the buffer zones at the front and rear of the train need to be activated; if the train is not in ATC disconnected state and the train's driving mode is RM mode, only the front of the train and the buffer zone need to be activated.

[0014] As a preferred technical solution, step S6 specifically includes: S601, when the train's location information has not changed, if the train's location information indicates that the train is located and is not enveloped by the AP, then ZC needs to trigger a systemic blockade. S602, when the train's position information changes, if the current cycle's updated train position message is valid and the positioning also satisfies the previous cycle's valid and accurate train position, if the current cycle's positioning error is greater than the previous cycle's, then the AP's inspection range is expanded by the difference in positioning error; if the current cycle's position message is later than the previous cycle's position message, then the AP's inspection range is expanded by the corresponding time difference's train travel distance, where the train travel distance is the distance in the opposite direction of the train's movement direction.

[0015] As a preferred technical solution, step S7 specifically involves: calculating AP based on the train's location information for communication trains, and calculating AP based on the axle occupancy status for non-communication trains.

[0016] As a preferred technical solution, the calculation in step S8 needs to take into account the buffer, the location of other APs on the line, the authorized running direction of the line, and the limiting points on the line.

[0017] As a preferred technical solution, in step S9, if the current ZC receives a valid VOBC message, the ZC generates a train control message or a special control message for the VOBC according to the following process: If the movement authorization is found to be valid in step S8, a train control message needs to be sent to VOBC. The train control message includes the start and end points of the movement authorization, as well as the line variable information within the movement authorization range, for VOBC positioning. The start point of the movement authorization is the minimum rear AP position of the train. The minimum rear AP position is the maximum back-back distance of the train under the most unfavorable condition, extending backward from the minimum safe rear end of the train. If the position information sent by OBS is available in the current ZC, and the line variable information includes turnout information, it is necessary to add turnouts within the range of MAX_OBS_DELTA_LOC_AUTH, which need to be moved backward from the minimum safe rear AP position. MAX_OBS_DELTA_LOC_AUTH is the maximum positioning error of OBS. If the movement authorization calculated in step S8 is invalid, a special control message needs to be sent to VOBC, such as for train positioning. The variable information in the special control message only includes turnout information. If the position information sent by OBS is available in the current ZC, the starting point of the variable is the minimum rear AP position of the train moved backward by MAX_OBS_DELTA_LOC_AUTH, and the ending point is the end of the line branch where the train is located. If the train is out of position, the special control message does not include turnout information.

[0018] As a preferred technical solution, in step S9, if the current ZC receives a valid OBS message, the ZC responds to the OBS with a train control message or a special control message according to the following process: If the response to VOBC is a train control message and OBS is located in the current ZC, then a train control message is also sent to OBS. The movement authorization information and variable information in the train control message sent to OBS are the same as those sent to VOBC. If a special control message is responded to VOBC, then the same special control message is responded to OBS. Otherwise, the special control message needs to be recalculated for OBS based on the train position information. If the train is positioned, the starting point of the switch sent needs to be moved backward by MAX_OBS_DELTA_LOC_AUTH after the minimum safe rear end of the AP, where MAX_OBS_DELTA_LOC_AUTH is the maximum positioning error of OBS; otherwise, the special control message sent does not contain switch information.

[0019] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0020] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0021] Compared with the prior art, the present invention has the following advantages: 1) This invention establishes a mechanism for switching train positioning information between VOBC and OBS positioning information in the area controller, realizing efficient fusion, safe switching and precise control of dual-source positioning, solving the problems of insufficient accuracy and slow recovery caused by existing reliance on axle counting positioning, while ensuring the safety and efficiency of the switching process. 2) This invention employs dual-source positioning legality verification and state definition. Based on the ZC-VOBC / OBS interface specification, it verifies the legality of location messages, discards illegal messages, and only processes legal messages to update positioning information. It determines whether VOBC / OBS is available by whether the train position is within the current ZC range or the default value. Combining 11 conditions such as position range, positioning error, and head and tail position logic (such as distance constraints and boundary search conditions), it comprehensively judges whether VOBC / OBS is effectively positioned, ensuring the security of the handover process.

[0022] 3) This invention adopts a location information fusion decision logic to select the location source based on the availability and location status of VOBC and OBS: VOBC availability takes priority, and only switches to OBS when VOBC is unavailable and OBS is available, which further improves the security of the switching process.

[0023] 4) This invention employs error control during the switching process and prevention of systemic blockade. If the positioning error increases or the time difference causes a position jump during switching, the automatic safety protection (AP) inspection range is dynamically expanded to avoid ZC systemic blockade caused by errors. 5) This invention adopts movement authorization (MA) and turnout information calculation rules, wherein MA calculation: based on the location source (VOBC / OBS) to update the train position, and combined with the buffer zone, the line AP position, the direction of operation and the restriction point to generate movement authorization to ensure the safety of the authorization range; turnout information processing: when OBS is available, the turnout information range is expanded; 6) This invention employs message interaction and control message generation. VOBC message response: Generates regular control messages (including authorized start point, end point, and line variables) or special control messages (only turnout information, not included in case of loss of position) based on MA validity. OBS message response: Synchronizes with VOBC control messages to ensure consistency of control commands under dual-source positioning, and recalculates the turnout information range in special scenarios.

[0024] 7) This invention adopts a complementary mechanism of axle counting and dual-source positioning. Communication trains prioritize the use of dual-source positioning to calculate AP, while non-communication trains rely on axle counting, forming a redundancy scheme and improving system robustness. Attached Figure Description

[0025] Figure 1 This is a flowchart illustrating the specific process of the method of the present invention; Figure 2 A schematic diagram illustrating the location information of a train and the safety protection of the train for communication purposes; Figure 3 A diagram illustrating the expansion of train safety protection inspection scope when train positioning information changes; Figure 4 A diagram illustrating the range of variables sent to OBS / VOBC. Detailed Implementation

[0026] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0027] This invention provides a control method for switching train positioning information between VOBC and OBS in a regional controller, which can solve the problems of insufficient accuracy and slow recovery caused by the reliance on axle counting, and realize seamless switching and safe control of train positioning information.

[0028] like Figure 1As shown, a control method for switching train positioning information between VOBC and OBS in a regional controller includes the following steps: Step S1: Check the validity of the location message sent by VOBC. If it is valid, record the message; otherwise, do not process it. Step S2: Update the VOBC location information based on the VOBC message; Step S3: Check the validity of the location message sent by OBS. If it is valid, record the message; otherwise, do not process it. Step S4: Update the OBS location information based on the OBS message; Step S5: Combine VOBC / OBS location information to determine the source of the train's location information and update the train's location and control information; Step S6: Determine whether a switchover has occurred based on the train's location information, and determine whether the conditions for ZC to trigger a systemic shutdown have been met; Step S7: Update the Automatic Protection (AP) of the train based on the train location information and axle occupancy status information. Step S8: Calculate the train's movement authorization (MA) information; Step S9: Provide train control messages or special control messages to VOBC / OBS; In step S1, the validity of the location information is checked according to the ZC-VOBC interface specification. Illegal packets are discarded, and valid packets are updated to VOBC.

[0029] The location information of VOBC in step S2 includes whether VOBC is available in the current ZC, whether VOBC is located, VOBC control mode, and driving mode. If any of the following conditions are met in step S2, then VOBC is considered available in the current ZC; Condition 1: The train position information in the VOBC position message is the default value; Condition 2: If the train's head position or the smallest tail position in the VOBC location message is in the current ZC, then the VOBC is considered available in the current ZC. Step S2: When all of the following conditions are met, ZC must consider VOBC to be located in the current ZC. Condition 1: The train location information in the VOBC location message is not the default value; Condition 2: The position of the train's front end or the smallest rear end in the VOBC position message is in the current ZC; Condition 3: If both the maximum and minimum locomotive positions are within the current ZC, then the maximum locomotive position must be in front of the minimum locomotive position or both positions must be the same, and the distance between them must be less than the sum of the positioning error and 3 times the train positioning accuracy. Condition 4: If the smallest front position is in the current ZC and the largest front position is not in the current ZC, then the smallest rear position must be in the current ZC and the search must be performed from the smallest front position along the front direction. The distance is the sum of the positioning error and twice the positioning accuracy, which is enough to search the ZC boundary. Condition 5: If both the maximum and minimum rear positions are within the current ZC, then the maximum rear position must be in front of the minimum rear position or both must be at the same position, and the distance between them must be less than the sum of the positioning error and 3 times the train positioning accuracy. Condition 6: If the smallest rear position is in the current ZC and the largest rear position is not in the current ZC, then it is required to search from the smallest rear position along the direction of the train head, and the distance is the sum of the positioning error distance and twice the train positioning accuracy to reach the ZC boundary. Condition 7: If both the smallest front and smallest rear are in the current ZC, then the smallest front must be in front of the smallest rear and the difference between the two distances must be less than the sum of the train length in the train position information and 3 times the positioning accuracy. Condition 8: If both the largest front and the largest rear are in the current ZC, then the largest front must be in front of the largest rear and the difference between the two distances must be less than the sum of the train length in the train position information and 3 times the positioning accuracy. Condition 9: If the smallest front of the vehicle is in the current ZC and the smallest rear of the vehicle is not in the current ZC, then the largest front of the vehicle must be in the current ZC and the sum of the vehicle length searched along the front direction from the position of the smallest front of the vehicle and twice the positioning accuracy must be able to search the ZC boundary. Condition 10: If the smallest front car is not in the current ZC and the smallest rear car is in the current ZC, then the largest front car must not be in the current ZC. Furthermore, by searching the sum of the vehicle length and twice the positioning accuracy from the smallest rear position along the front direction, the ZC boundary can be found; Condition 11: The train's positioning error is less than the maximum positioning error MAX_VOBC_DELTA_LOC_AUTH (typical value is 65 meters); The positioning accuracy of the train is 1cm, such as Figure 2 The four coordinates of train 1 and train 2 shown satisfy the conditions for train positioning.

[0030] In step S3, the validity of the location information is checked according to the ZC-OBS interface specification. Illegal packets are discarded, and valid packets are updated to OBS.

[0031] The location information of OBS in step S4 includes whether OBS is available in the current ZC, whether OBS is located, OBS control mode and driving mode, etc. In step S4, the method for determining whether OBS is available in the current ZC and its positioning is basically the same as that for OBS. The difference is that the maximum positioning error of OBS, MAX_OBS_DELTA_LOC_AUTH (128 meters), is larger. This is to prevent VOBC and OBS from losing their positions simultaneously due to positioning errors exceeding the maximum positioning error when the train wheels slip or spin. In step S5, the rules for determining the source of the train's location information by combining VOBC / OBS location information can be described using Table 1.

[0032] Table 1 1. If VOBC location information is available in the current ZC, but OBS location information is not available in the current ZC, then use VOBC location information to update the train; 2. If the OBS location information is available in the current ZC, but the VOBC location information is not available in the current ZC, then the OBS location information is used to update the train; 3. If OBS / VOBC is available in the current ZC and both OBS / VOBC are located, then use the VOBC location information to update the train; 4. If OBS / VOBC is available in the current ZC and both OBS / VOBC are out of position, then use the VOBC position information to update the train; 5. If OBS / VOBC is available in the current ZC, and both OBS and VOBC are out of position, then the OBS location information is used to update the train. The control information in step S5 includes whether the train is under ATC control, whether the train's driving mode is manual driving mode (RM, Restricted Mode), and the train's buffer zone activation strategy.

[0033] When the train updates its position based on the VOBC location message: If the VOBC is located and the driving mode sent by the VOBC is not Emergency Unrestricted Mode (EUM), then the train is considered to be under ATC control. In EUM mode, the VOBC does not control the train. If the VOBC is located and the driving mode sent by the VOBC is RM mode, then the train is considered to be in RM mode.

[0034] When the train updates its position based on the OBS location message: If the OBS locates the train and the driving mode sent by the OBS is Emergency Unrestricted Mode (EUM), then the train is considered to be in ATC control mode. If the OBS is located and the driving mode sent by the OBS is another mode, then the train is considered to be in RM mode.

[0035] The train's buffer zone activation strategy is as follows: If the train is in ATC disconnected state, the buffer zones at the front and rear of the train need to be activated to prevent other trains from getting close. If the train is not in ATC disconnected state and the train's driving mode is RM mode, then only the locomotive and buffer zone need to be activated. In step S6, the determination of whether the conditions for ZC to trigger a systemic shutdown are met, based on whether a switch has occurred in the train's position information, specifically involves: If the train's location information has not changed, and the train's location information indicates that the train is in a fixed position and is not enveloped by the AP, then ZC needs to trigger a systemic blockade.

[0036] like Figure 3 As shown, when train location information changes, if the current cycle's updated train location message is valid and the train location is confirmed, and the previous cycle's train location is also valid and confirmed, and if the current cycle's location error is greater than the previous cycle's, then the AP check range is expanded by the difference in location errors. If the current cycle's location message is later than the previous cycle's, then the AP check range in the opposite direction of the train's movement is expanded by the train's travel distance for that time difference. Taking the VOBC to OBS switch as an example, the calculation method for the train's travel distance is as follows: in This refers to the train speed updated according to VOBC in the previous period. For the timestamp of the VOBC message transmission, The timestamp for the OBS message sent. This represents the maximum acceleration on the track.

[0037] In step S7, AP is calculated based on the position information of the train for communication trains, and AP is calculated based on the axle occupancy status of non-communication trains. In step S8, ZC needs to calculate the movement authorization for the positioning train based on the updated train information of VOBC. The calculation needs to take into account the buffer zone, the position of other APs on the line, the authorized running direction on the line, and other restrictive points on the line. In step S9, if the current ZC receives a valid VOBC message, the ZC generates a train control message or a special control message for the VOBC according to the following method: If the movement authorization is found to be valid in step S8, a train control message needs to be sent to VOBC. This message contains the start and end points of the movement authorization, as well as track variable information within the authorization range, for VOBC positioning. The start point of the movement authorization is the minimum rear AP position of the train; the minimum rear AP position is the maximum retraction distance under the most unfavorable conditions, extending backward from the minimum safe rear end of the train. If the position information sent by OBS is available in the current ZC, and the track variable information includes turnout information, it is necessary to add turnouts within the MAX_OBS_DELTA_LOC_AUTH distance range that need to be moved backward from the minimum safe rear AP position. Figure 4 As shown, when OBS is available, the turnout information in the train control message needs to be shifted backward by the MAX_OBS_DELTA_LOC_AUTH distance range; otherwise, OBS will not be able to obtain the status of turnout P1, which will cause OBS to lose its position.

[0038] If the movement authorization calculated in step S8 is invalid, a special control message needs to be sent to VOBC, such as for train positioning. The variable information in the special control message only includes turnout information. If the position information sent by OBS is available in the current ZC, the starting point of the variable is the minimum rear AP position of the train moved backward by MAX_OBS_DELTA_LOC_AUTH, and the ending point is the end of the line branch where the train is located. If the train is out of position, the special control message does not include turnout information.

[0039] In step S9, if the current ZC receives a valid OBS message, the ZC responds to the OBS with a train control message or a special control message as follows: If the response to VOBC is a train control message and OBS is located in the current ZC, then a train control message is also sent to OBS. The movement authorization information and variable information in the train control message sent to OBS are the same as those sent to VOBC. If a special control message is responded to VOBC, then the same special control message is responded to OBS. Otherwise, the special control message needs to be recalculated for OBS based on the train position information. If the train is positioned, the starting point of the switch sent needs to be moved backwards from the minimum safe rear end of the AP by MAX_OBS_DELTA_LOC_AUTH; otherwise, the special control message sent will not contain switch information.

[0040] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage devices will further illustrate the solution of the present invention.

[0041] This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0042] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0043] The processing unit executes the various methods and processes described above, such as methods S1 to S9. For example, in some embodiments, methods S1 to S9 may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of methods S1 to S9 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S9 by any other suitable means (e.g., by means of firmware).

[0044] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0045] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0046] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0047] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A control method for switching of ZC train positioning information between a VOBC and an OBS, characterized by, The method includes the following steps: Step S1: Determine whether the location message sent by VOBC is valid. If it is, record the message and proceed to step S2; otherwise, discard the message. Step S2: Update the VOBC location information according to the location message sent by the VOBC; Step S3: Determine whether the location message sent by OBS is valid. If it is, record the message and proceed to step S4; otherwise, discard the message. Step S4: Update the OBS location information according to the location message sent by OBS; Step S5: Based on the VOBC location information from step S2 and the OBS location information from step S4, determine the source of the train's location information and update the train's location information and control information. Step S6: Determine whether a switchover has occurred based on the updated train position information, and determine whether the conditions for ZC to trigger a systemic shutdown have been met. Step S7: Update the Automatic Safety Protection AP (AP) based on the train location information and axle occupancy status information; Step S8: Calculate the train's movement authorization information; Step S9: Send train control messages or special control messages to VOBC and OBS; The VOBC location information in step S2 includes whether the VOBC is available in the current ZC and whether the VOBC is located. The VOBC is available in the current ZC when any of the following conditions are met: Condition A1: The train position information in the VOBC position message is the default value; Condition A2: The train's front end or rear end is located in the current ZC in the VOBC position message; The VOBC is positioned in the current ZC when all of the following conditions are met: Condition B1: The train position information in the VOBC position message is not the default value; Condition B2: The position of the train's front end or the smallest rear end in the VOBC position message is in the current ZC; Condition B3: If both the maximum and minimum locomotive positions are in the current ZC, then the maximum locomotive position must be in front of the minimum locomotive position or both positions must be the same, and the distance between them must be less than the sum of the positioning error and 3 times the train positioning accuracy. Condition B4: If the smallest front position is in the current ZC and the largest front position is not in the current ZC, then the smallest rear position must be in the current ZC and the search must be performed from the smallest front position along the front direction. The distance is the sum of the positioning error and twice the positioning accuracy, which is enough to search the ZC boundary. Condition B5: If both the maximum and minimum rear positions are in the current ZC, then the maximum rear position must be in front of the minimum rear position or both positions must be the same, and the distance between them must be less than the sum of the positioning error and 3 times the train positioning accuracy. Condition B6: If the smallest rear position is in the current ZC and the largest rear position is not in the current ZC, then it is required to search from the smallest rear position along the direction of the train head, and the distance is the sum of the positioning error distance and twice the train positioning accuracy to reach the ZC boundary. Condition B7: If both the smallest front and smallest rear are in the current ZC, then the smallest front must be in front of the smallest rear and the difference between the two distances must be less than the sum of the train length in the train position information and 3 times the positioning accuracy. Condition B8: If both the largest front and the largest rear are in the current ZC, then the largest front must be in front of the largest rear and the difference between the two must be less than the sum of the train length in the train position information and 3 times the positioning accuracy. Condition B9: If the smallest front of the vehicle is in the current ZC and the smallest rear of the vehicle is not in the current ZC, then the largest front of the vehicle must be in the current ZC and the sum of the vehicle length and twice the positioning accuracy searched from the position of the smallest front of the vehicle along the direction of the front of the vehicle can reach the boundary of the ZC. Condition B10: If the smallest front of the vehicle is not in the current ZC and the smallest rear of the vehicle is in the current ZC, then the largest front of the vehicle must not be in this ZC, and the sum of the vehicle length and twice the positioning accuracy can be searched from the position of the smallest rear of the vehicle along the direction of the front of the vehicle to reach the boundary of the ZC. Condition B11: The train's positioning error is less than the maximum positioning error of VOBC.

2. The control method for switching ZC train positioning information between VOBC and OBS according to claim 1, characterized in that, In step S1, the validity of the location message is determined according to the ZC and VOBC interface specifications.

3. The control method for switching of ZC train positioning information between the VOBC and the OBS according to claim 1, characterized in that, The OBS location information in step S4 includes whether the OBS is available in the current ZC and whether the OBS is located.

4. The control method for switching of ZC train positioning information between the VOBC and the OBS according to claim 1, characterized in that, The specific source for determining the train's location information in step S5 is: S501, If ​​the VOBC location information is available in the current ZC and the OBS location information is not available in the current ZC, then the VOBC location information is used to update the train. S502, If the OBS location information is available in the current ZC and the VOBC location information is not available in the current ZC, then the OBS location information is used to update the train. S503, if OBS and VOBC are available in the current ZC, and both OBS and VOBC are located, then the train's location information is updated using the VOBC's location information. S504, If OBS and VOBC are available in the current ZC, and both OBS and VOBC are out of position, then the position information of VOBC is used to update the train; S505: If OBS and VOBC are available in the current ZC, and OBS is located while VOBC is out of position, then the position information of OBS is used to update the train.

5. The control method for switching of ZC train positioning information between the VOBC and the OBS according to claim 1, characterized in that, The control information in step S5 includes whether the train is under ATC control, whether the train's driving mode is manual driving mode, and the train's buffer zone activation strategy. When the train updates its position according to the VOBC location message: if the VOBC is located and the driving mode sent by the VOBC is not the emergency manual driving mode, the train is considered to be in ATC control mode; if it is in EUM mode, the ATC will not control the train. If the VOBC is located and the driving mode sent by the VOBC is RM mode, the train is considered to be in RM mode. When the train updates its location based on the OBS location message: if the OBS is located and the driving mode sent by the OBS is Emergency Manual Driving Mode, the train is considered to be in ATC disconnected state; if the OBS is located and the driving mode sent by the OBS is another mode, the train is considered to be in RM mode. The specific strategy for activating the train's buffer zone is as follows: if the train is in ATC disconnected state, the buffer zones at the front and rear of the train need to be activated; if the train is not in ATC disconnected state and the train's driving mode is RM mode, only the front of the train and the buffer zone need to be activated.

6. The control method for switching ZC train positioning information between VOBC and OBS according to claim 1, characterized in that, Step S6 specifically involves: S601, when the train's location information has not changed, if the train's location information indicates that the train is located and is not enveloped by the AP, then ZC needs to trigger a systemic blockade. S602, when the train's position information changes, if the current cycle's updated train position message is valid and the positioning also satisfies the previous cycle's valid and accurate train position, if the current cycle's positioning error is greater than the previous cycle's, then the AP's inspection range is expanded by the difference in positioning error; if the current cycle's position message is later than the previous cycle's position message, then the AP's inspection range is expanded by the corresponding time difference's train travel distance, where the train travel distance is the distance in the opposite direction of the train's movement direction.

7. The control method for switching ZC train positioning information between VOBC and OBS according to claim 1, characterized in that, Step S7 specifically involves: calculating AP based on the train's location information for communication trains, and calculating AP based on the axle occupancy status for non-communication trains.

8. The control method for switching of ZC train positioning information between the VOBC and the OBS according to claim 1, characterized in that, The calculation in step S8 needs to take into account the buffer zone, the location of other APs on the line, the authorized running direction of the line, and the limiting points on the line.

9. The control method for switching ZC train positioning information between VOBC and OBS according to claim 1, characterized in that, In step S9, if the current ZC receives a valid VOBC message, the ZC generates a train control message or a special control message for the VOBC according to the following process: If the movement authorization is found to be valid in step S8, a train control message needs to be sent to VOBC. The train control message includes the start and end points of the movement authorization, as well as the line variable information within the movement authorization range, for VOBC positioning. The start point of the movement authorization is the minimum rear AP position of the train. The minimum rear AP position is the maximum back-back distance of the train under the most unfavorable condition, extending backward from the minimum safe rear end of the train. If the position information sent by OBS is available in the current ZC, and the line variable information includes turnout information, it is necessary to add turnouts within the range of MAX_OBS_DELTA_LOC_AUTH, which need to be moved backward from the minimum safe rear AP position. MAX_OBS_DELTA_LOC_AUTH is the maximum positioning error of OBS. If the movement authorization calculated in step S8 is invalid, a special control message needs to be sent to VOBC, such as for train positioning. The variable information in the special control message only includes turnout information. If the position information sent by OBS is available in the current ZC, the starting point of the variable is the minimum rear AP position of the train moved backward by MAX_OBS_DELTA_LOC_AUTH, and the ending point is the end of the line branch where the train is located. If the train is out of position, the special control message does not include turnout information.

10. The control method for switching ZC train positioning information between VOBC and OBS according to claim 1, characterized in that, In step S9, if the current ZC receives a valid OBS message, the ZC responds to the OBS with a train control message or a special control message according to the following process: If the response to VOBC is a train control message and OBS is located in the current ZC, then a train control message is also sent to OBS. The movement authorization information and variable information in the train control message sent to OBS are the same as those sent to VOBC. If a special control message is responded to VOBC, then the same special control message is responded to OBS. Otherwise, the special control message needs to be recalculated for OBS based on the train position information. If the train is positioned, the starting point of the switch sent needs to be moved backward by MAX_OBS_DELTA_LOC_AUTH after the minimum safe rear end of the AP, where MAX_OBS_DELTA_LOC_AUTH is the maximum positioning error of OBS; otherwise, the special control message sent does not contain switch information.

11. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 10.

12. A computer readable storage medium having stored thereon a computer program, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 10.

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