Bls positioning information based crossing detection guard zone establishment method, device and medium

Abstract

The present application relates to a kind of crossing detection protection zone establishment method, equipment and medium based on BLS positioning information, the method is used in TACS system, the TACS system includes vehicle controller CC, trackside train controller WTC and backup positioning system BLS, the method includes: in degraded mode, WTC updates train position by BLS, and at least one crossing beacon is installed in the area allowed to install crossing beacon according to trackside beacon arrangement rule in trackside;WTC constructs crossing detection protection zone according to train positioning information, signal machine and beacon information;WTC exports verified crossing detection protection zone.Compared with prior art, the present application has enhanced system security, improved the efficiency of handling abnormal events and the like advantages.

Description

Technical Field

[0001] This invention relates to rail transit signaling systems, and in particular to a method, equipment, and medium for establishing a crossing detection protection zone based on BLS positioning information. Background Technology

[0002] TACS (Train Autonomous Operation System) is a new generation train control and operation system with the onboard controller at its core. It is responsible for handling functions such as train interval protection and resource request and release in multi-car scenarios. In addition to the main system CC (Onboard Controller), the TACS system also includes the WTC (Railwayside Train Controller) in degraded mode. It is the takeover system when CC fails and also has the ability to handle train-to-train communication in multi-car scenarios. Its design purpose is to assist dispatching and control personnel in handling abnormal events in a timely and proper manner to prevent train congestion and passenger delays in subway operations.

[0003] In degraded mode, the WTC relies heavily on the Secondary Detection System (BLS) to maintain real-time train location information. The BLS antenna, mounted in the center of the train, senses beacons positioned on the track and transmits beacon IDs and other relevant information to the WTC to update the train's safe and unsafe positioning. According to EN 50128 / 50129, the TACS system must provide the highest functional safety assurance in the rail transit system field, meaning the probability of an accident due to system failure should meet SIL4 standards. This requirement also applies to the degraded mode WTC and BLS systems.

[0004] In response to the potential danger of drivers running out of protective signals under WTC (Wide-Train Control) in degraded mode, to improve system safety, WTC should establish more redundant safety protection zones using BLS (Balanced Localization System) assisted positioning and request resource authorization for these areas, i.e., resource protection envelopes. This can further prevent risks such as rear-end collisions and derailments that may occur after a degraded train runs out of a restricted signal. Assuming that a degraded WTC train runs out of a restricted signal, BLS will identify the crossing beacon and report it to WTC. WTC receives the beacon and updates its positioning. By judging the crossing alarm rules—that is, comparing its position with the protected zone position to determine if it has crossed the boundary—it sends the crossing alarm result to WRC (Wide-Controlled Rectifier) ​​and ATS (Automatic Train Protection System) in real time. Upon receiving the alarm, WRC will set the affected area to an unavailable state. Simultaneously, upon receiving the alarm, ATS will send a pop-up alarm to the dispatching and operations personnel, reminding them to implement the anomaly handling procedure until the crossing is restored and the affected area becomes available again. This is the complete process of system protection and manual intervention in a degraded mode WTC train crossing scenario.

[0005] However, existing technologies have not effectively constructed a crossing detection protection zone, which still poses certain safety risks. Therefore, how to construct an effective crossing detection protection zone to protect against the risk scenarios where drivers may accidentally run red lights in the downgraded mode has become a technical problem that needs to be solved. Summary of the Invention

[0006] The purpose of this invention is to overcome the shortcomings of the existing technology by providing a method, device and medium for establishing a crossing detection protection zone based on BLS positioning information, which enhances system security and improves the efficiency of handling abnormal events.

[0007] The objective of this invention can be achieved through the following technical solutions: According to a first aspect of the present invention, a method for establishing a crossing detection protection zone based on BLS positioning information is provided. This method is used in a TACS system, the TACS system including an onboard controller (CC), a trackside train controller (WTC), and a backup positioning system (BLS). The method includes: In degraded mode, WTC updates train positions via BLS and installs at least one crossing beacon within the permitted area for crossing beacon installation along the trackside, in accordance with the trackside beacon placement rules. WTC constructs a crossing detection protection zone based on train positioning information, signal and beacon information; WTC outputs verified crossing detection protection zone.

[0008] As a preferred technical solution, the trackside beacon placement rules include two scenarios: Scenario 1: When the distance D4 between signal S1 and the turnout P1 downstream in its direction is less than or equal to the maximum installation distance of the BLS antenna to the end of the vehicle and the antenna sensing distance D1. Scenario 2: When the distance D4 between signal S1 and the turnout P1 downstream in its direction is greater than the maximum installation distance of the BLS antenna to the end of the vehicle and the antenna sensing distance D1.

[0009] As a preferred technical solution, for scenario one, at least one crossing beacon is installed within the trackside permitted crossing beacon installation area D31, wherein the trackside permitted crossing beacon installation area D31 is specifically calculated as follows: D31 = D2 - (D1 - D4) Where D1 is the maximum distance from the antenna installation location to the vehicle end plus the antenna sensing distance, and D2 is the minimum distance from the antenna installation location to the vehicle end minus the antenna sensing distance.

[0010] As a preferred technical solution, for the second scenario, at least one crossing beacon is installed within the trackside permitted crossing beacon installation area D32, wherein the trackside permitted crossing beacon installation area D32 is specifically calculated as follows: D32 = D2 + (D4 - D1) Where D1 is the maximum distance from the antenna installation location to the vehicle end plus the antenna sensing distance, and D2 is the minimum distance from the antenna installation location to the vehicle end minus the antenna sensing distance.

[0011] As a preferred technical solution, the WTC constructs the crossing detection protection zone based on train positioning information, signal information, and beacon information, specifically including: Step S1: WTC in downgrade mode starts and location is initialized; Step S2: ATS schedules and issues the task for execution, and WTC establishes the task path; Step S3: WTC calculates the desired manual authorization area based on location and train speed; Step S4: WTC determines whether the expected manual authorization area endpoint is a traffic signal controller. If yes, proceed to step S5; otherwise, end. Step S5: WTC performs head-to-tail reduction on the expected human authorization region to obtain the maximum expected human authorization region without crossing recognition. Step S6: WTC expands both sides of the maximum expected manual authorization area without crossing recognition to obtain the expected crossing detection protection area.

[0012] As a preferred technical solution, the endpoint of the desired manual authorization area in step S3 is the signal, jurisdiction boundary, or vehicle stop defined in the line data.

[0013] As a preferred technical solution, the maximum expected manual authorization area for non-crossing identification in step S5 is: the maximum continuous track area that is allowed to perform manual vehicle operation authorization.

[0014] As a preferred technical solution, the extension in step S6 specifically includes: After extending the maximum expected manually authorized area for non-crossing detection to the next beacon location, the maximum installation distance from the BLS antenna to the vehicle and the antenna sensing distance are further extended to obtain the expected crossing detection safety protection zone.

[0015] As a preferred technical solution, the cross-traffic detection protection zone after WTC output verification is specifically as follows: In WTC verification step 6, it is determined whether the resources within the expected traversal detection security zone are authorized and pass the risk-free compatibility test. If so, the verified traversal detection security zone is output; otherwise, the establishment fails.

[0016] As a preferred technical solution, the method further includes: the WTC detects the crossing beacon through BLS, triggers an alarm, and notifies external devices.

[0017] 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.

[0018] 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.

[0019] Compared with the prior art, the present invention has the following advantages: 1) In the degraded mode, the WTC updates the train position by accessing the backup positioning system BLS, and more proactively adds the function of crossing detection. With the help of the crossing beacon installed on the trackside, it protects against the risk scenario that the driver may accidentally run a red light in the degraded mode. 2) According to the rules of crossing protection, this invention applies more resources to the downgraded train in advance, namely crossing the safety protection zone of the detection, thereby enhancing the system's security. At the same time, with the help of the identification of crossing beacons, the system more proactively reports the train's illegal behavior, notifies the dispatcher, and then notifies the driver, thereby enhancing the system's proactive detection capability and demonstrating the high efficiency of the system and manual dispatch in jointly handling abnormal events. 3) The WTC of this invention obtains positioning information by accessing the backup positioning system BLS, which reflects the redundancy of the positioning design, improves the functional integrity and robustness of the degradation system, and can effectively prevent train loss. 4) By outputting the arrangement rules of crossing beacons, the WTC of this invention can completely cover the topological positional relationship of signals, switches and beacons on the line. The system can combine the arrangement rules to protect train crossing scenarios in the entire line area. The design reflects good abstraction, traversal and universality. 5) The WTC invention constructs a route through the protected area and obtains legal authorization, so that even if the train crosses the protected area, the system can still provide safety protection. This reflects the principle of hazard-oriented safety and meets the requirements of SIL4 in EN 50128 and EN 50129 standards. It is an innovation in the degraded safety design of the system. 6) The WTC of this invention uses the BLS to detect the crossing beacon and triggers an alarm, and then notifies external devices. The clear and smooth interactive design helps the human-machine system to focus on the safe operation of the train and improve the efficiency of handling abnormal events. Attached Figure Description

[0020] Figure 1 This is a diagram of the TACS system architecture of the present invention; Figure 2 This is a schematic diagram of one possible beacon arrangement scenario of the present invention; Figure 3 This is a schematic diagram of beacon arrangement scenario two of the present invention; Figure 4 A flowchart illustrating the specific process of constructing and verifying the crossing detection protection zone for this invention; Figure 5 This diagram illustrates the process of establishing a safety protection zone for traversal detection when the present invention is applied to a real-world operational scenario.

[0021] Where D1 is the maximum installation distance and antenna sensing distance from the BLS antenna to the vehicle end, D2 is the minimum distance from the antenna installation position to the vehicle end minus the antenna sensing distance, D31 is the area where trackside installation is permitted to cross the beacon in scenario one, D32 is the area where trackside installation is permitted to cross the beacon in scenario two, and D4 is the distance between signal S1 and the turnout P1 downstream in its direction. Detailed Implementation

[0022] 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.

[0023] To address the safety resource protection scenario of a manually operated vehicle illegally crossing a restricted signal in WTC (Wide Traffic Control) in degraded mode, this invention constructs a method for establishing a crossing detection protection zone based on BLS (Browser Layout System) positioning information, mainly including: 1. Establish trackside beacon placement rules: Before and after physical signals within the TACS system's jurisdiction, considering the distance between the signal and downstream turnout resources and the safety error of the BLS antenna, at least one crossing beacon should be placed; 2. Extend the calculation of the maximum expected authorization area for no-crossing identification: Based on the manual vehicle route, WTC will establish the expected authorization area, and then combine the crossing beacons in the route layout to perform a reduction operation to calculate the maximum boundary of the no-crossing area; 3. Extended calculation of the safety protection zone for crossing detection: WTC expands the maximum expected authorization zone before and after the non-crossing recognition to find the next beacon and constructs the expected safety protection zone in the worst case when a crossing occurs; 4. Application for authorization to cross the safety protection zone: The WTC applies for resources such as switches, signals, safety gates, and protection zones within the protection zone. After obtaining authorization from the WRC, a planned authorization protection envelope is established, and the human driver operates the train with the permission signal.

[0024] This invention highlights how the WTC subsystem in degraded mode, by connecting to the BLS backup positioning system and updating the train's position, proactively enhances its crossing detection function. Utilizing trackside beacons, it mitigates the risk of drivers accidentally running red lights in degraded mode. The main advantages are twofold: firstly, based on crossing protection rules, it preemptively allocates more resources to the degraded train, namely the crossing detection safety protection zone, enhancing system security; secondly, through the identification of crossing beacons, the system proactively reports illegal train behavior, notifying the dispatcher and subsequently the driver, thus strengthening the system's proactive detection capabilities and demonstrating the high efficiency of joint handling of abnormal events by the system and manual dispatchers.

[0025] The following is a detailed description in conjunction with the accompanying drawings: like Figure 1 The diagram shown is a system architecture diagram of the TACS system of the present invention. The WTC acts as a trackside controller. When the CC fails, the WTC and BLS are activated. The two communicate with each other through the DCS. When the BLS reads the trackside beacon, it reports to the WTC to update the positioning and resources in real time.

[0026] The trackside beacon placement rules of this invention include two scenarios: Scenario 1: When the distance D4 between signal S1 and the turnout P1 downstream in its direction is less than or equal to the maximum installation distance of the BLS antenna to the end of the vehicle and the antenna sensing distance D1. Scenario 2: When the distance D4 between signal S1 and the turnout P1 downstream in its direction is greater than the maximum installation distance of the BLS antenna to the end of the vehicle and the antenna sensing distance D1.

[0027] As a preferred embodiment, such as Figure 2 As shown, for scenario one, at least one crossing beacon is installed within the trackside permitted crossing beacon installation area D31, where the trackside permitted crossing beacon installation area D31 is specifically calculated as follows: D31 = D2 - (D1 - D4) Where D1 is the maximum distance from the antenna installation location to the vehicle end plus the antenna sensing distance, and D2 is the minimum distance from the antenna installation location to the vehicle end minus the antenna sensing distance. The purpose of this arrangement rule is as follows: (1) Meet the requirement of identifying the occurrence of crossing, that is, when the BLS senses the boundary beacon Min, the physical head of the train must be located at the boundary of the signal S1; (2) It meets the requirement that even if the train crosses the boundary beacon Max, the resource occupation will not lock the turnout P1. That is, when the BLS senses the boundary beacon Max, the train's physical head does not cross the turnout P1, and it can identify the crossing and alarm.

[0028] As another preferred implementation, such as Figure 3As shown, for scenario two, at least one crossing beacon is installed within the trackside permitted crossing beacon installation area D32, where the trackside permitted crossing beacon installation area D32 is specifically calculated as follows: D32 = D2 + (D4 - D1) Where D1 is the maximum distance from the antenna installation location to the vehicle end plus the antenna sensing distance, and D2 is the minimum distance from the antenna installation location to the vehicle end minus the antenna sensing distance. The purpose of this arrangement rule is as follows: (1) Meet the requirement of identifying the occurrence of crossing, that is, when the BLS senses the boundary beacon Min, the physical head of the train must be located at the boundary of the signal S1; (2) It meets the requirement that even if the train crosses the boundary beacon Max, the resource occupation will not lock the turnout P1. That is, when the BLS senses the boundary beacon Max, the train's physical head does not cross the turnout P1, and it can identify the crossing and alarm.

[0029] like Figure 4 The diagram shows a flowchart of the process for constructing a crossing detection protection zone according to the present invention, which specifically includes the following execution steps: Step 1: Start WTC in downgrade mode and initialize location; Step 2: ATS schedules and issues the task for execution, and WTC establishes the task path; Step 3: WTC calculates the desired manual authorization area based on the location and train speed. The endpoint of the calculation is derived from the signal / jurisdiction boundary / stop type defined in the line data. Step 4: WTC determines whether the expected end point of the manual authorization area is a signal type. If so, it continues to calculate the crossing detection protection zone; otherwise, it does not establish a crossing detection protection zone. Step 5: WTC calculates the maximum expected artificial authorization region for non-crossing recognition based on the expected authorization region's head and tail reduction. Step 6: Based on the maximum expected manually authorized area for non-crossing identification in Step 5, WTC calculates the next beacon position by extending the area on both sides. Then, it extends the maximum installation distance of the BLS antenna to the vehicle end and the antenna sensing distance to obtain the expected crossing detection safety protection zone. Step 7: WTC verifies whether the resources (turnouts / signals / dynamic areas, etc.) within the expected crossing detection safety protection zone in Step 6 have been authorized and passed the risk-free compatibility test. If so, output the verified crossing detection protection zone; otherwise, the establishment fails, and WTC must continue to wait for the authorization and test conditions to be met before continuing to establish the crossing detection protection zone.

[0030] like Figure 5The diagram illustrates the process of establishing a safety protection zone for crossing detection in a real-world operational scenario. First, the WTC train T1 in downgraded mode initializes its location at platform PL1. Then, it executes route tasks PL1-PL2 to establish the desired manual movement authorization area reaching signal S2, ensuring the route endpoint type is a signal. This reduces the calculated maximum desired manual authorization area without crossing detection. Second, based on the maximum desired manual authorization area without crossing detection, it expands forward and backward to crossing beacons B1 and B4, respectively, and further expands the maximum installation distance of the BLS antenna to the train end and the antenna sensing distance, thus obtaining the desired safety protection zone for crossing detection. Finally, it verifies the authorization of turnouts P1 / P2 and signal S1 within the desired safety protection zone for crossing detection, i.e., turnouts P1 / P2 are locked in the positive position, and signal S1 is opened for passage. The verified safety protection zone for crossing detection is then established.

[0031] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.

[0032] 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.

[0033] 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.

[0034] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention 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 the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0035] 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.

[0036] 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.

[0037] 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.

[0038] 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 method for establishing a crossing detection protection zone based on BLS positioning information, the method being used in a TACS system, the TACS system comprising an onboard controller (CC), a trackside train controller (WTC), and a backup positioning system (BLS), characterized in that, The method includes: In degraded mode, WTC updates train positions via BLS and installs at least one crossing beacon within the permitted area for crossing beacon installation along the trackside, in accordance with the trackside beacon placement rules. WTC constructs a crossing detection protection zone based on train positioning information, signal and beacon information; WTC outputs verified crossing detection protection zone; The trackside beacon placement rules include two scenarios: Scenario 1: When the distance D4 between signal S1 and the turnout P1 downstream in its direction is less than or equal to the maximum installation distance of the BLS antenna to the end of the vehicle and the antenna sensing distance D1. Scenario 2: When the distance D4 between signal S1 and the turnout P1 downstream in its direction is greater than the maximum installation distance of the BLS antenna to the end of the vehicle and the antenna sensing distance D1. For scenario one, at least one crossing beacon shall be installed within the trackside permitted crossing beacon installation area D31, wherein the trackside permitted crossing beacon installation area D31 is specifically calculated as follows: D31 = D2 - (D1 - D4) Where D1 is the maximum distance from the antenna installation location to the vehicle end plus the antenna sensing distance, and D2 is the minimum distance from the antenna installation location to the vehicle end minus the antenna sensing distance. For scenario two, at least one crossing beacon shall be installed within the trackside permitted crossing beacon installation area D32, wherein the trackside permitted crossing beacon installation area D32 is specifically calculated as follows: D32 = D2 + (D4 - D1) Where D1 is the maximum distance from the antenna installation location to the vehicle end plus the antenna sensing distance, and D2 is the minimum distance from the antenna installation location to the vehicle end minus the antenna sensing distance. The WTC constructs the crossing detection protection zone based on train positioning information, signal information, and beacon information, specifically including: Step S1: WTC in downgrade mode starts and location is initialized; Step S2: ATS schedules and issues the task for execution, and WTC establishes the task path; Step S3: WTC calculates the desired manual authorization area based on location and train speed; Step S4: WTC determines whether the expected manual authorization area endpoint is a traffic signal controller. If yes, proceed to step S5; otherwise, end. Step S5: WTC performs head-to-tail reduction on the expected human authorization region to obtain the maximum expected human authorization region without crossing recognition. Step S6: WTC expands both sides of the maximum expected manual authorization area without crossing recognition to obtain the expected crossing detection protection area.

2. The method for establishing a crossing detection protection zone based on BLS positioning information according to claim 1, characterized in that, The endpoint of the desired manual authorization area in step S3 is the signal, jurisdiction boundary, or vehicle stop defined in the line data.

3. The method for establishing a crossing detection protection zone based on BLS positioning information according to claim 1, characterized in that, The maximum expected manual authorization area for non-crossing identification in step S5 is the largest continuous track area that is allowed to be manually authorized for train operation.

4. The method for establishing a crossing detection protection zone based on BLS positioning information according to claim 1, characterized in that, The expansion in step S6 specifically refers to: After extending the maximum expected manually authorized area for non-crossing detection to the next beacon location, the maximum installation distance from the BLS antenna to the vehicle and the antenna sensing distance are further extended to obtain the expected crossing detection safety protection zone.

5. The method for establishing a crossing detection protection zone based on BLS positioning information according to claim 1, characterized in that, The specific cross-travel protection zone after WTC output verification is as follows: In WTC verification step 6, it is determined whether the resources within the expected traversal detection security zone are authorized and pass the risk-free compatibility test. If so, the verified traversal detection security zone is output; otherwise, the establishment fails.

6. The method for establishing a crossing detection protection zone based on BLS positioning information according to claim 1, characterized in that, The method also includes: the WTC triggers an alarm after detecting a crossing beacon via BLS and notifies external devices.

7. 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 6.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 6.

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