Rail train head and tail redundancy speed measurement and positioning protection method and system

Abstract

The invention discloses a rail train head and tail redundancy speed measurement positioning protection method and system, and belongs to the technical field of urban rail train monitoring, and the method comprises the steps: obtaining various displacements according to various speed data of a train tail, and constructing displacement auxiliary protection based on various displacements; the final EB speed and the final FSB speed are obtained according to the transmission time of all kinds of speed data to the train head and the train acceleration, and graded braking protection is constructed according to the final EB speed and the final FSB speed; acquiring various current positions of the train according to the various displacements and the position of the train head in the train tail message, and constructing position boundary safety protection according to the various current positions of the train; and safety protection is carried out based on displacement auxiliary protection, graded braking protection and position boundary safety protection. The technical problem that the safety of a train in the running process is difficult to guarantee in the prior art is solved.

Description

Technical Field

[0001] This invention relates to the field of urban rail train monitoring technology, specifically to a method and system for redundant speed measurement and positioning protection at the head and tail of a rail train. Background Technology

[0002] Currently, trains are equipped with independent onboard controllers at both the front and rear, with dedicated BTM (Battery Detection and Positioning) and speed measurement devices at each end, forming a hardware architecture with independent configurations at both ends. To achieve data interoperability, the front and rear onboard controllers establish a real-time connection through a highly reliable communication device. Speed ​​and positioning data output from both ends can be shared bidirectionally through this communication link, forming the basis for data redundancy backup. Under normal operating conditions, because the front-end equipment is closer to the train's direction of travel, its data is more real-time and can more accurately reflect the train's current operating status. Therefore, the system prioritizes front-end data, using front-end speed and positioning information to support the core functions of the signaling system. However, when the front-end speed measurement device malfunctions, existing technologies lack mature and comprehensive fault redundancy handling mechanisms. For example, the front-end ATP (Automatic Train Protection) cannot use speed information obtained from the rear end for overspeed protection of the signaling system; the front-end ATP cannot use speed information obtained from the rear end for distance measurement; and the front-end ATP cannot use speed and position information obtained from the rear end to calculate the train's positioning location. This makes it difficult to ensure the safety of the train during operation. Summary of the Invention

[0003] To address the technical problem that existing technologies cannot guarantee the safety of trains during operation, this invention provides a redundant speed measurement and positioning protection method and system for the front and rear of a rail train. It acquires various displacements from the rear of the train using various speed data to construct displacement-assisted protection; it acquires various current positions of the train by comparing these displacements with the position of the front of the train in the rear-end message to construct position boundary safety protection; and it acquires the final EB speed and final FSB speed by combining the transmission time of various speed data to the front of the train with the train's acceleration to construct graded braking protection. This solves the technical problem that existing technologies cannot guarantee the safety of trains during operation.

[0004] To solve the above-mentioned technical problems, the present invention provides a method for redundant speed measurement and positioning protection at the head and tail of a rail train, comprising: Various displacements are obtained based on the speed data of the rear of the vehicle, and displacement-assisted protection is constructed based on these displacements. The final EB speed and final FSB speed are obtained based on the transmission time of various speed data to the locomotive and the train acceleration. A graded braking protection system is constructed based on the final EB speed and final FSB speed. The current position of the train is obtained based on various displacements and the position of the train head in the rear message, and position boundary safety protection is constructed based on the current position of the train. Safety protection is achieved through displacement-assisted protection, graded braking protection, and position boundary safety protection.

[0005] Preferably, the step of obtaining various displacements based on various speed data of the rear of the vehicle includes: The maximum cumulative displacement of the current cycle is obtained by taking the first time difference between the safe speed and the time of the safe speed's emission from the safe speed to the current time from various speed data. The second time difference between the first time difference and the ATP cycle is obtained. The maximum cumulative displacement of the previous cycle is obtained by taking the safe speed and the second time difference. The original period displacement of the current period is obtained by comparing the original velocity with the ATP period from various velocity data. The minimum cumulative displacement of the current cycle is obtained by taking the third time difference between the minimum speed and the time of its emission from the minimum speed in various speed data. The third time difference is then taken as the fourth time difference between the ATP cycle. The minimum cumulative displacement of the previous cycle is then obtained by taking the minimum speed and the fourth time difference.

[0006] Preferably, the displacement-assisted protection based on various displacements includes: The maximum cumulative displacement of the current period is obtained by comparing the maximum cumulative displacement of the current period with the maximum cumulative displacement of the previous period. The minimum period displacement of the current period can be obtained by comparing the minimum cumulative displacement of the current period with the minimum cumulative displacement of the previous period, or by comparing the minimum locomotive head of the current period with the minimum locomotive head of the previous period. Displacement-assisted protection is constructed based on the current maximum period displacement, the current original period displacement, and the current minimum period displacement.

[0007] Preferably, the step of obtaining the final EB speed and the final FSB speed based on the transmission time of various speed data to the locomotive and the train acceleration includes: The speed safety compensation amount is obtained based on the transmission time from the safe speed to the locomotive and the train acceleration in various speed data. The difference between the original EB speed and the speed safety compensation amount is taken as the final EB speed, and the difference between the final EB speed and the preset safety buffer difference is taken as the final FSB speed.

[0008] Preferably, the step of constructing graded braking protection based on the final EB speed and the final FSB speed includes: First, replace the original FSB speed with the final FSB speed, then replace the original EB speed with the final EB speed.

[0009] Preferably, the step of obtaining various current positions of the train based on various displacements and the position of the train head in the rear message includes: The current maximum position of the train is obtained by comparing the maximum cumulative displacement with the maximum position in the current cycle. The original cumulative displacement is obtained based on the fifth time difference between the original speed and the time when the original speed was issued and the current time. The current original position of the train is obtained based on the original cumulative displacement and the original position in the position. The minimum position obtained from the rear of the train will be taken as the current minimum position of the train.

[0010] Preferably, the displacement-assisted protection based on various displacements further includes: When the minimum period displacement of the current period is negative, the minimum period displacement of the current period is set to 0.

[0011] By adopting the above technical solution, the present invention has the following advantages: Considering that it takes time for various speed data from the rear of the train to be transmitted to the front, meaning there is a delay in the rear data, during which the train may still be accelerating, directly using outdated rear data to set the braking threshold would lead to a lag in protection. Therefore, the difference between the original EB speed and the speed safety compensation amount is used as the final EB speed. By actively reducing the braking threshold, the risk of overspeed caused by the delay is offset. In addition, when the train speed is already greater than the final EB speed at the moment of switching, directly using the final EB speed would immediately trigger emergency braking. Therefore, the difference between the final EB speed and the preset safety buffer difference is used as the final FSB speed. The train first uses the final FSB speed to smoothly decelerate, and then uses the final EB speed as the final safety red line for graded protection. This not only avoids false triggering of emergency braking, but also improves the safety of the train during operation. By acquiring various displacement data from the rear of the train to construct displacement-assisted protection, the safety risks of underestimating and overestimating distances are avoided. By acquiring various displacement data and the position of the train's front in the rear-end message to construct position boundary safety protection, the risk of exceeding the boundary caused by underestimation of positioning is avoided, as well as the risk of false braking caused by overestimation of positioning is avoided. Thus, the technical problem that existing technologies cannot guarantee the safety of trains during operation is solved.

[0012] This invention also provides a redundant speed measurement and positioning protection system for the front and rear ends of a rail train, applicable to the aforementioned redundant speed measurement and positioning protection method for the front and rear ends of a rail train, comprising: The displacement-assisted protection module is used to obtain various displacements based on various speed data of the rear of the vehicle, and to build displacement-assisted protection based on these displacements. The graded braking protection module is used to obtain the final EB speed and final FSB speed based on the transmission time of various speed data to the locomotive and the train acceleration, and to construct graded braking protection based on the final EB speed and FSB speed. The position boundary safety protection construction module is used to obtain various current positions of the train based on various displacements and the position of the train head in the rear message, and to construct position boundary safety protection based on the various current positions of the train. The safety protection module is used for safety protection based on displacement-assisted protection, graded braking protection, and position boundary safety protection.

[0013] By adopting the above technical solution, the present invention has the following advantages: By acquiring various displacements from the rear of the train using various speed data, displacement-assisted protection is constructed. By acquiring various current positions of the train and the position of the train head in the rear-end message, position boundary safety protection is constructed. By acquiring the final EB speed and final FSB speed from the transmission time of various speed data to the train head and the train acceleration, graded braking protection is constructed. This solves the technical problem that existing technologies cannot guarantee the safety of trains during operation.

[0014] The present invention also provides a computer device, including: a processor, a memory, and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the computer device is running, the processor communicates with the memory via the bus, and the processor executes the machine-readable instructions to perform the steps of the described method for redundant speed measurement and positioning protection of the head and tail of a rail train.

[0015] The present invention also provides a computer-readable storage medium storing a computer program, wherein the computer program, when executed by a processor, performs the steps of the described method for redundant speed measurement and positioning protection of the head and tail of a rail train. Attached Figure Description

[0016] Other features, objects, and advantages of the invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings. The drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings.

[0017] Figure 1 This is a flowchart illustrating a redundant speed measurement and positioning protection method for the head and tail of a rail train according to the present invention. Figure 2 This is a schematic diagram of the vehicle-mounted system in this invention. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only one preferred embodiment of this invention and are only used to explain this invention. They do not limit the scope of protection of this invention. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0019] Before discussing the exemplary embodiments in more detail, it should be mentioned that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although the flowcharts describe the operations (or steps) as sequential processes, many of the operations (or steps) can be performed in parallel, concurrently, or simultaneously. Furthermore, the order of the operations can be rearranged. The process can be terminated when its operation is completed, but it may also have additional steps not included in the figures; the process may correspond to a method, function, procedure, subroutine, subroutine, etc.

[0020] Example 1: like Figure 1 As shown, a method for redundant speed measurement and positioning protection at the head and tail of a rail train includes: S1: Obtain various displacements based on the speed data of the rear of the vehicle, and construct displacement-assisted protection based on these displacements.

[0021] The method of obtaining various displacements based on various speed data of the rear of the vehicle includes: The maximum cumulative displacement of the current cycle is obtained by taking the first time difference between the safe speed and the time of the safe speed's emission from the safe speed to the current time from various speed data. The second time difference between the first time difference and the ATP cycle is obtained. The maximum cumulative displacement of the previous cycle is obtained by taking the safe speed and the second time difference. The original period displacement of the current period is obtained by comparing the original velocity with the ATP period from various velocity data. The minimum cumulative displacement of the current cycle is obtained by taking the third time difference between the minimum speed and the time of its emission from the minimum speed in various speed data. The third time difference is then taken as the fourth time difference between the ATP cycle. The minimum cumulative displacement of the previous cycle is then obtained by taking the minimum speed and the fourth time difference.

[0022] Understandably, safe speed is primarily used for train overspeed protection. Maximum cumulative displacement in the current cycle. , Indicates safe speed. This refers to the train's acceleration; in this embodiment, it specifically refers to the train's maximum acceleration. This represents the first time difference. The maximum cumulative displacement of the previous period. , This represents the ATP cycle. The current cycle shifts from the original cycle. , This represents the original speed, which is the most likely speed of the train calculated by the ATP at the rear of the train.

[0023] Specifically, the displacement-assisted protection based on various displacements includes: The maximum cumulative displacement of the current period is obtained by comparing the maximum cumulative displacement of the current period with the maximum cumulative displacement of the previous period. The minimum period displacement of the current period can be obtained by comparing the minimum cumulative displacement of the current period with the minimum cumulative displacement of the previous period, or by comparing the minimum locomotive head of the current period with the minimum locomotive head of the previous period. Displacement-assisted protection is constructed based on the current maximum period displacement, the current original period displacement, and the current minimum period displacement.

[0024] The displacement-assisted protection system based on various displacements also includes: When the minimum period displacement of the current period is negative, the minimum period displacement of the current period is set to 0.

[0025] S2: Based on the transmission time of various speed data to the train head and the train acceleration, the final EB speed and the final FSB speed are obtained, and graded braking protection is constructed based on the final EB speed and the final FSB speed.

[0026] In some preferred embodiments, obtaining the final EB speed and the final FSB speed based on the transmission time of various speed data to the locomotive and the train acceleration includes: The speed safety compensation amount is obtained based on the transmission time from the safe speed to the locomotive and the train acceleration in various speed data. The difference between the original EB speed and the speed safety compensation amount is taken as the final EB speed, and the difference between the final EB speed and the preset safety buffer difference is taken as the final FSB speed.

[0027] Understandably, the construction of graded braking protection based on the final EB speed and the final FSB speed includes: First, replace the original FSB speed with the final FSB speed, then replace the original EB speed with the final EB speed.

[0028] In this embodiment, the original EB speed is the normally calculated EB protection speed, the final EB speed is the speed transmission fault protection EB speed, and the final FSB speed is the speed transmission fault protection FSB speed. The preset safety buffer difference is 2 km / h. To avoid the train speed exceeding the speed transmission fault EB protection speed and triggering overspeed EB protection when the head-end speed measurement system switches to the tail-end speed measurement information due to a sudden switch from the EB protection speed to the speed transmission fault EB protection speed, causing the train to brake suddenly, therefore, when switching to the tail-end speed measurement information, if the train speed is not less than the speed transmission fault protection EB speed, the EB protection speed is initially kept unchanged at the normally calculated EB protection speed. Only the speed transmission fault protection FSB speed is used as the upper limit of the FSB overspeed protection speed. FSB is applied until the train speed is less than the speed transmission fault protection FSB speed, and then the speed transmission fault protection EB speed is used as the upper limit of the EB overspeed protection speed.

[0029] S3: Obtain the current position of the train based on various displacements and the position of the train head in the tail message, and construct position boundary safety protection based on the current position of the train.

[0030] The method of obtaining various current positions of the train based on various displacements and the position of the train head in the rear message includes: The current maximum position of the train is obtained by comparing the maximum cumulative displacement with the maximum position in the current cycle. The original cumulative displacement is obtained based on the fifth time difference between the original speed and the time when the original speed was issued and the current time. The current original position of the train is obtained based on the original cumulative displacement and the original position in the position. The minimum position obtained from the rear of the train will be taken as the current minimum position of the train.

[0031] In this embodiment, the current position of the train is obtained by various displacements and the position of the front of the train in the tail message to construct a position boundary safety protection. This avoids the risk of exceeding the boundary caused by underestimation of positioning, and also avoids the risk of false braking caused by overestimation of positioning.

[0032] S4: Safety protection is based on displacement-assisted protection, graded braking protection and position boundary safety protection.

[0033] By providing data support through displacement-assisted protection, achieving dynamic control through graded braking protection, and defining safety red lines through position boundary protection, the limitations of a single protection dimension are solved, and the goals of maximizing safety redundancy and optimizing operational efficiency are achieved. Ultimately, the redundancy protection after a speed measurement failure at the head end is upgraded from hardware backup to full-link closed-loop safety assurance, significantly improving the reliability and safety level of urban rail trains.

[0034] Example 2: This embodiment also provides a redundant speed measurement and positioning protection system for the front and rear ends of a rail train, applicable to the aforementioned redundant speed measurement and positioning protection method for the front and rear ends of a rail train, including: The displacement-assisted protection module is used to obtain various displacements based on various speed data of the rear of the vehicle, and to build displacement-assisted protection based on these displacements. The graded braking protection module is used to obtain the final EB speed and final FSB speed based on the transmission time of various speed data to the locomotive and the train acceleration, and to construct graded braking protection based on the final EB speed and FSB speed. The position boundary safety protection construction module is used to obtain various current positions of the train based on various displacements and the position of the train head in the rear message, and to construct position boundary safety protection based on the various current positions of the train. The safety protection module is used for safety protection based on displacement-assisted protection, graded braking protection, and position boundary safety protection.

[0035] In this embodiment, the final EB speed and final FSB speed are obtained based on the transmission time of various speed data to the train head and the train acceleration. This includes: obtaining a speed safety compensation amount based on the transmission time of the safe speed from various speed data to the train head and the train acceleration; using the difference between the original EB speed and the speed safety compensation amount as the final EB speed; and using the difference between the final EB speed and a preset safety buffer difference as the final FSB speed. A graded braking protection system is constructed based on the final EB speed and the final FSB speed, including: first replacing the original FSB speed with the final FSB speed, and then replacing the original EB speed with the final EB speed. By using the difference between the original EB speed and the speed safety compensation amount as the final EB speed, the braking threshold is actively reduced, thereby offsetting the overspeed risk caused by delay. Furthermore, if the train speed is already greater than the final EB speed at the moment of switching, directly using the final EB speed would immediately trigger emergency braking. Therefore, using the difference between the final EB speed and the preset safety buffer difference as the final FSB speed allows for smooth deceleration first, followed by graded protection with the final EB speed as the final safety red line. This avoids accidental triggering of emergency braking and improves the safety of the train during operation.

[0036] Install an onboard system at each end of the vehicle, such as Figure 2As shown, each onboard system includes a safety computer, safety platform software, ATP software, ATO software, and TOD software. The safety computers at both ends are connected via an in-vehicle communication network, as are the safety computers and the local TOD. The in-vehicle communication network interface is a dual-redundant Ethernet interface, ensuring redundant data transmission between the onboard CC cabinets at both ends. A speed measuring device and a beacon information reading module (BTM) are installed at each end of the vehicle. The driver's cab activation end is designated as the head end, and the non-driver's cab activation end as the tail end. The CCs at both ends collect the speed measurement data output by their respective speed measuring devices. The speed and distance measurement modules of the CCs perform calculations and voting, ultimately outputting the train's speed and distance measurement information for use by other modules and for transmission to the other end CC via the in-vehicle communication network. The output speed and distance measurement information includes the periodic safe speed, periodic minimum speed, periodic original speed, periodic maximum displacement, periodic minimum displacement, and periodic original displacement. During train operation, the terminal CC collects beacon information via the BTM. After the front and rear of the train pass two consecutive positioning beacons, the positioning module calculates and outputs the current train position and direction of travel, which is used by other modules and transmitted to the terminal CC via the in-vehicle communication network. The position information includes the maximum front position, the precise front position, and the minimum front position, and the corresponding rear position can be calculated based on the train length. Subsequently, the current position information is periodically updated based on the periodic displacement calculated by the speed measuring equipment. When a new positioning beacon is read, the new beacon information is used to reposition the train, reducing positioning uncertainty.

[0037] Example 3: This embodiment also provides a computer device, including: a processor, a memory, and a bus. The memory stores machine-readable instructions that the processor can execute. When the computer device is running, the processor communicates with the memory via the bus, and the processor executes the machine-readable instructions to perform the steps of the described method for redundant speed measurement and positioning protection of the head and tail of a rail train.

[0038] Example 4: This embodiment also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the described method for redundant speed measurement and positioning protection at the head and tail of a rail train.

[0039] The specific embodiments described above are preferred embodiments of the redundancy speed measurement and positioning protection method and system for the head and tail of a rail train according to the present invention, and are not intended to limit the specific scope of the present invention. The scope of the present invention includes but is not limited to the specific embodiments described above. All equivalent changes made in accordance with the shape and structure of the present invention are within the protection scope of the present invention.

Claims

1. A method for redundant speed measurement and positioning protection at the head and tail of a rail train, characterized in that, include: Various displacements are obtained based on the speed data of the rear of the vehicle, and displacement-assisted protection is constructed based on these displacements. The final EB speed and final FSB speed are obtained based on the transmission time of various speed data to the locomotive and the train acceleration. A graded braking protection system is constructed based on the final EB speed and final FSB speed. The current position of the train is obtained based on various displacements and the position of the train head in the rear message, and position boundary safety protection is constructed based on the current position of the train. Safety protection is achieved through displacement-assisted protection, graded braking protection, and position boundary safety protection.

2. The method for redundant speed measurement and positioning protection at the head and tail of a railcar according to claim 1, characterized in that, The method of obtaining various displacements based on various speed data of the rear of the vehicle includes: The maximum cumulative displacement of the current cycle is obtained by taking the first time difference between the safe speed and the time of the safe speed's emission from the safe speed to the current time from various speed data. The second time difference between the first time difference and the ATP cycle is obtained. The maximum cumulative displacement of the previous cycle is obtained by taking the safe speed and the second time difference. The original period displacement of the current period is obtained by comparing the original velocity with the ATP period from various velocity data. The minimum cumulative displacement of the current cycle is obtained by taking the third time difference between the minimum speed and the time of its emission from the minimum speed in various speed data. The third time difference is then taken as the fourth time difference between the ATP cycle. The minimum cumulative displacement of the previous cycle is then obtained by taking the minimum speed and the fourth time difference.

3. The method for redundant speed measurement and positioning protection at the head and tail of a railcar according to claim 2, characterized in that, The displacement-assisted protection system based on various displacement types includes: The maximum cumulative displacement of the current period is obtained by comparing the maximum cumulative displacement of the current period with the maximum cumulative displacement of the previous period. The minimum period displacement of the current period can be obtained by comparing the minimum cumulative displacement of the current period with the minimum cumulative displacement of the previous period, or by comparing the minimum locomotive head of the current period with the minimum locomotive head of the previous period. Displacement-assisted protection is constructed based on the current maximum period displacement, the current original period displacement, and the current minimum period displacement.

4. The method for redundant speed measurement and positioning protection at the head and tail of a railcar according to claim 1, characterized in that, The process of obtaining the final EB speed and final FSB speed based on the transmission time of various speed data to the locomotive and the train acceleration includes: The speed safety compensation amount is obtained based on the transmission time from the safe speed to the locomotive and the train acceleration in various speed data. The difference between the original EB speed and the speed safety compensation amount is taken as the final EB speed, and the difference between the final EB speed and the preset safety buffer difference is taken as the final FSB speed.

5. A method for redundant speed measurement and positioning protection at the head and tail of a railcar according to claim 4, characterized in that, The method of constructing graded braking protection based on the final EB speed and the final FSB speed includes: First, replace the original FSB speed with the final FSB speed, then replace the original EB speed with the final EB speed.

6. The method for redundant speed measurement and positioning protection at the head and tail of a railcar according to claim 2, characterized in that, The method of obtaining various current positions of the train based on various displacements and the position of the train head in the rear message includes: The current maximum position of the train is obtained by comparing the maximum cumulative displacement with the maximum position in the current cycle. The original cumulative displacement is obtained based on the fifth time difference between the original speed and the time when the original speed was issued and the current time. The current original position of the train is obtained based on the original cumulative displacement and the original position in the position. The minimum position obtained from the rear of the train will be taken as the current minimum position of the train.

7. A method for redundant speed measurement and positioning protection at the head and tail of a railcar according to claim 3, characterized in that, The displacement-assisted protection system based on various displacements also includes: When the minimum period displacement of the current period is negative, the minimum period displacement of the current period is set to 0.

8. A redundant speed measurement and positioning protection system for the front and rear of a rail train, applicable to the redundant speed measurement and positioning protection method for the front and rear of a rail train as described in any one of claims 1-7, characterized in that, include: The displacement-assisted protection module is used to obtain various displacements based on various speed data of the rear of the vehicle, and to build displacement-assisted protection based on these displacements. The graded braking protection module is used to obtain the final EB speed and final FSB speed based on the transmission time of various speed data to the locomotive and the train acceleration, and to construct graded braking protection based on the final EB speed and FSB speed. The position boundary safety protection construction module is used to obtain various current positions of the train based on various displacements and the position of the train head in the rear message, and to construct position boundary safety protection based on the various current positions of the train. The safety protection module is used for safety protection based on displacement-assisted protection, graded braking protection, and position boundary safety protection.

9. A computer device, characterized in that: include: The computer device includes a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the computer device is running, the processor communicates with the memory via the bus, and the processor executes the machine-readable instructions to perform the steps of the redundant speed measurement and positioning protection method for the head and tail of a rail train as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, which, when executed by a processor, performs the steps of a track train head-and-tail redundant speed measurement and positioning protection method as described in any one of claims 1-7.

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