Non-communication train safety protection method and device

Abstract

The invention provides a non-communication train safety protection method and device, and aims to solve the problem of low line resource utilization rate caused by fixed section blocking in the prior art and realize dynamic and accurate setting of a protection area of a non-communication train so as to effectively improve the utilization efficiency of a railway line. The non-communication train safety protection method comprises the steps that when a non-communication train loses communication, a train position report and train nearest relevant transponder information in a radio block center where the non-communication train is located are obtained; obtaining the route information of the non-communication train, and determining the current position information of the non-communication train based on the configuration information in the nearest relevant transponder information of the train; according to the route information and the current position information, determining protection subareas where a train estimation front end and a train protection rear end of the non-communication train are located; and when the protection subareas where the train estimation front end and the train protection rear end are located are the same protection subarea, the protection subarea where the train estimation front end is located is set as a protection area of a non-communication train.

Description

Technical Field

[0001] This application relates to the field of railway system technology, and in particular to a method and device for safety protection of non-communication trains. Background Technology

[0002] In train control systems, to ensure safe train operation, the Radio Block Center (RBC) of the current section where the train is located needs to obtain communication information between the train and the RBC, and control the train's safe operation based on this communication information. However, when communication between the train and the RBC is interrupted due to signal interference, equipment failure, or other reasons, the train becomes a non-communication train, and the RBC cannot track its location and operating status in real time, which poses a safety risk.

[0003] In existing technologies, the safety protection of non-communication trains often adopts a fixed-section blocking strategy, that is, directly blocking the fixed line where the train's last communication position was located as the protection area. Although this method can ensure safety, the protection area is divided based on the position where the train lost communication and is divided into fixed-section lengths. This division results in redundancy in the protection area, leading to low utilization of line resources.

[0004] Therefore, there is an urgent need for a new non-communication train safety protection method to ensure the utilization efficiency of railway lines. Summary of the Invention

[0005] This application provides a method and device for the safety protection of non-communication trains, which aims to solve the problem of low utilization of line resources caused by fixed section blockade in the prior art. It enables the dynamic and precise setting of the protection zone for non-communication trains while ensuring safety, thereby effectively improving the throughput efficiency of railway lines.

[0006] To address the aforementioned technical problems, this application provides the following technical solutions: The first aspect of this application provides a safety protection method for non-communication trains, the method comprising: When a non-communication train loses communication, the train's location report within the radio block center where the non-communication train is located is obtained, and the train's nearest relevant transponder information is obtained based on the train's location report. Obtain the route information of non-communication trains and determine the current location information of non-communication trains based on the configuration information in the train's most recently relevant transponder information; Based on the route information and current location information, the estimated front end and protection back end of the non-communication train are located in the protection zone. The protection zone is a line logical segment divided by the route boundary and used to manage the protection area of ​​the non-communication train. When the protection zone where the estimated front end of the train is located and the protection zone where the train protection back end is located are the same protection zone, the protection zone where the estimated front end of the train is located is set as the protection area for non-communication trains.

[0007] A second aspect of this application provides a non-communication train safety protection device, the device comprising: The acquisition unit is used to acquire the train position report in the radio block center where the non-communication train is located when the non-communication train loses communication, and to acquire the train's nearest relevant transponder information based on the train position report; The acquisition unit is used to acquire the route information of the non-communication train and determine the current location information of the non-communication train based on the configuration information in the train's most recently relevant transponder information. The determining unit is used to determine the protection zone where the estimated front end and the protection back end of the non-communication train are located based on the route information and current location information in the acquiring unit. The protection zone is a line logical segment divided by the route boundary and used to manage the protection area of ​​the non-communication train. The setting unit is used to set the protection zone where the estimated front end of the train is located as the protection zone for non-communication trains when the protection zone where the estimated front end of the train is located and the protection zone where the estimated back end of the train is located are the same protection zone in the determining unit.

[0008] A third aspect of this application provides a storage medium including a stored program that, when the program is executed, controls the device where the storage medium is located to perform a non-communication train safety protection method as described above.

[0009] A fourth aspect of this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the program, implements a non-communication train safety protection method as described above.

[0010] Compared to existing technologies, this application provides a safety protection method for non-communication trains. This method dynamically determines the location of non-communication trains based on train position reports, transponder information, and route information. It then determines the location based on logical protection zones defined by route boundaries. When a train loses communication, the protection zone where the estimated front end of the train is located is set as the protection area for the non-communication train. This method, through dynamic and precise protection zone management, reduces the protection scope from the traditionally conservative multi-segment fixed blockade to the smallest necessary single logical segment. This ensures the safety of non-communication trains while reducing the occupation of track resources and improving the overall operational efficiency of the track. Attached Figure Description

[0011] The above and other objects, features, and advantages of exemplary embodiments of this application will become readily understood by reading the following detailed description with reference to the accompanying drawings. In the drawings, several embodiments of this application are illustrated by way of example and not limitation, with the same or corresponding reference numerals denoteing the same or corresponding parts, wherein: Figure 1 A flowchart illustrating a non-communication train safety protection method is shown schematically. Figure 2 A flowchart illustrating another non-communication train safety protection method is shown schematically. Figure 3 A flowchart illustrating a method for disabling a non-communication train safety protection zone is shown schematically. Figure 4 A schematic diagram of a non-communication train safety protection device is shown. Figure 5 A schematic diagram of another non-communication train safety protection method is shown. Detailed Implementation

[0012] Exemplary embodiments of this application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of this application are shown in the drawings, it should be understood that this application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of this application and to fully convey the scope of this application to those skilled in the art.

[0013] It should be noted that, unless otherwise stated, the technical or scientific terms used in this application shall have the ordinary meaning as understood by one of ordinary skill in the art to which this application pertains.

[0014] In train control systems, to ensure safe train operation, the radio block center (RBC) of the current train segment needs to obtain communication information between the train and the RBC, and control the train's safe operation based on this information. However, when communication between the train and the RBC is interrupted due to signal interference, equipment failure, or other reasons, the train becomes a non-communication train, and the RBC cannot track its location and operating status in real time, posing a safety risk. Current technologies often employ fixed-segment blocking strategies for the safety protection of non-communication trains, directly blocking the fixed physical segment where the train's last communication location was located as the protected area. While this method ensures safety, the protected area is fixed and often overly conservative, unable to be dynamically adjusted, resulting in low utilization of line resources and affecting the efficiency of subsequent train passage.

[0015] To address this, the applicant devised a method to dynamically locate non-communication trains by combining train position reports, the nearest relevant transponder information, and route information. Logical protection zones are then defined using route boundaries, replacing traditional fixed physical section blocking. First, the nearest transponder is located based on the train position report. Then, the train's current position is precisely determined by combining route information, thereby clarifying the protection zones where the estimated front and back ends of the train are located. If they are in the same zone, only that single logical zone is designated as the protection area, avoiding excessive blocking. This method can dynamically adjust the protection range according to the actual train position, significantly reducing the protection area while ensuring the security of RBC protection for non-communication trains, decreasing line resource consumption, improving the efficiency of subsequent train passage, and solving the problem of low resource utilization caused by fixed section blocking. The specific method is as follows: Figure 1 As shown.

[0016] Step 101: When a non-communication train loses communication, obtain the train position report in the radio block center where the non-communication train is located, and obtain the train's nearest relevant transponder information based on the train position report.

[0017] In this step, non-communication trains refer to trains that have interrupted data interaction with the Radio Block Center (RBC). This is determined by the RBC's communication status monitoring function; a data transmission interruption is flagged. The RBC is the core equipment for train operation control, pre-deployed in the railway dispatch center, and directly interacts with the train's onboard equipment. Train position reports are generated by the train's onboard positioning system, uploaded to the RBC in real time, and stored in the position storage module, retrieved through the RBC's data query interface. The most recently relevant transponder information is obtained by filtering transponder records from the train position reports and matching them against the railway line transponder information database, using the RBC's transponder information matching module.

[0018] In this step, when the system detects a non-communication train losing communication, it immediately triggers the data retrieval process of the Radio Block Center (RBC). Using the RBC's built-in train location storage module, it retrieves historical train location reports prior to the communication loss. These reports contain the train's trajectory, records of passing transponders, and corresponding time information. From these reports, the transponder records closest in time to the moment of communication loss (or within a preset time period) are selected. These records are then compared against the railway line's pre-set transponder information database to match the corresponding transponder number, installation location, and associated line parameters, ultimately determining the train's most recent relevant transponder information. Throughout this process, the integrity of the location report data must be verified, excluding reports with transmission errors or signal anomalies to ensure the reliability of the transponder information.

[0019] Step 102: Obtain the route information of the non-communication train and determine the current location information of the non-communication train based on the configuration information in the train's most recent relevant transponder information.

[0020] In this step, route information refers to the train's pre-set travel path, processed by station dispatchers through the route management platform and stored in the platform's database, retrieved via the interface between the RBC and the platform. Transponder configuration information includes the transponder's location and associated line parameters, pre-entered into the railway line transponder information database and obtained through the database query function. Current location information is derived from the nearest relevant transponder, combined with the train's direction of travel and estimated distance, generated by the RBC's location calculation module. The train's direction of travel is calculated from train location reports, which can be determined based on multiple train location reports and the coordinates of sections of the train's track.

[0021] In this step, the route management platform of the railway signal control system is used to query the route information completed before the non-communication train lost communication. This information includes the start and end points of the route, the line sections traversed, and the signal configuration. From the nearest relevant transponder information obtained in step 101, the transponder configuration information is extracted, including the relative position of the transponder to the surrounding line sections and the distance parameters of the corresponding signals. Combining this with the direction of travel before the communication loss recorded in the train position report, a geometric positioning algorithm is used, with the nearest relevant transponder as a reference, to calculate the distance the train traveled from passing that transponder to the time of communication loss, thereby determining the current position information of the non-communication train.

[0022] Specifically, the current location information can be calculated by first extracting the timestamp of the train passing the nearest relevant transponder before communication loss and the timestamp of the moment communication was lost from the train location report. The time difference between the two timestamps is then calculated, which represents the travel time from passing the transponder to losing communication. Simultaneously, the average train speed during this period is obtained from the train location report—if the report includes real-time speed records, the average of all speed data within this period is used; if only the speeds of key nodes are recorded, the average speed is calculated through linear interpolation of adjacent node speeds. Combining this with the train's direction of travel (extracted from the location report, determining whether the train is traveling up or down the line), a one-dimensional position coordinate system is established along the direction of travel, using the precise location of the nearest relevant transponder (obtained from the transponder configuration information, including the transponder's specific coordinates in the railway line coordinate system) as the origin. Based on the principle that travel distance equals the product of average speed and travel time, the distance traveled from the transponder to the point of communication loss is calculated. Subsequently, based on the actual route information (such as whether there are curves or gradients), the calculated travel distance is corrected. If the route is straight, the travel distance is directly superimposed with the transponder coordinates to obtain the train's current position coordinates. If the route has curves, a geometric positioning algorithm (such as an arc length calculation model based on the curve radius) is used to convert the straight travel distance into the actual arc length along the curve, which is then combined with the transponder coordinates to finally determine the precise coordinates of the train's current position, ensuring that the position information is completely matched with the physical layout of the route.

[0023] Step 103: Determine the protection zone where the estimated front end and protection back end of the non-communication train are located based on the route information and current location information.

[0024] In this step, the estimated train front end refers to the theoretical position of the foremost part of the train body, calculated from the train's current position and body length. The body length parameter is pre-stored in the RBC's train parameter library and retrieved through parameter retrieval. The train protection rear end refers to the safety distance determined by extending it in the opposite direction of travel from the actual rear end of the train. The safety distance standard follows railway signal safety regulations and is generated by the RBC's safety distance calculation module. The protection zone is a logical section of the track divided based on the route boundary, generated by the RBC's protection zone division module, and the zone information is stored in the RBC's protection zone database.

[0025] In this step, the route boundaries (such as the route start signal and RBC jurisdiction boundary) are first extracted from the route information obtained in step 102. Using the RBC's protection zone division module, the route is divided into multiple consecutive protection zones based on these boundaries, with each zone corresponding to an independent line logical segment. Then, combining the train's current position information determined in step 102 and the train's body length parameters, the theoretical position of the train's foremost point (i.e., the estimated train foremost point) is calculated. Simultaneously, considering safety protection requirements, the position of the train's rear protection zone is determined in the opposite direction of train operation. Finally, the coordinates of the estimated train foremost point and the train's rear protection zone are matched with the boundary ranges of the protection zones to clarify the respective protection zones they belong to.

[0026] Step 104: When the protection zone where the estimated front end of the train is located and the protection zone where the train protection back end is located are the same protection zone, set the protection zone where the estimated front end of the train is located as the protection area of ​​the non-communication train.

[0027] In this step, the RBC's partition comparison module retrieves the identification information of the protection partitions where the estimated train front-end and train protection back-end are located, as determined in step 103, and performs a consistency check on the two identifications. If the two identifications are the same, meaning they are in the same protection partition, the RBC's protection area management module immediately marks this protection partition as a dedicated protection area for non-communication trains and simultaneously updates it to the railway dispatch terminal, signals along the line, and adjacent RBC systems, prohibiting other trains from entering this partition. A protection area status report is also generated, recording the protection partition identification, setting time, and associated train information, and stored in the RBC's protection area archive for subsequent real-time monitoring and status traceability. If new train location data is subsequently obtained, the partition check can be retried to dynamically adjust the protection area.

[0028] The protection zone for non-communication trains is a dedicated line section ensuring their safety. It is set by the RBC's protection zone management module and generated based on the partition consistency judgment results. The partition comparison module is a built-in RBC function module used to compare the identifiers of the protection zones where the estimated front-end and back-end of the train are located. This comparison is achieved by retrieving data from the protection zone database. The protection zone status report is generated by the RBC's report generation module, containing key information about the protection zone, and is sent to relevant equipment through the RBC's information synchronization interface.

[0029] In summary, the non-communication train safety protection method of this application dynamically determines the position of the non-communication train based on train position reports, transponder information, and route information. It then determines the protection zone based on logical protection zones defined by route boundaries. When the estimated front and rear protection zones of the train are located in the same protection zone, that protection zone is designated as a protected area. This method, through dynamic and precise protection zone management, reduces the protection scope from the traditionally conservative multi-segment fixed blockade to the smallest necessary single logical segment. This ensures the safety of non-communication trains while reducing the occupation of track resources and improving the overall operational efficiency of the track.

[0030] Furthermore, in the embodiments of this application, the determination and dismantling of the protected area are described in more detail, as follows: Figure 2 As shown.

[0031] Step 201: Based on the route information and current location information of the non-communication train, determine the protection zone where the estimated front end and the protection back end of the non-communication train are located.

[0032] In this step, the first step is to obtain the route information that was locked before the non-communication train lost communication through the safety data network interface with the station interlocking equipment. This information includes the actual open and locked positions of the route's starting signal, ending signal, and passing turnouts, ensuring that the route information is consistent with the status of the on-site equipment. Simultaneously, the current position information (including precise coordinates and direction of travel) calculated based on the train's most recent relevant transponder information is retrieved. This is combined with the pre-configured line logical section database within the RBC, which stores the boundary coordinates of protected zones, the relationship between route boundaries and protected zones, and the fact that protected zones are logical sections divided by route boundaries (such as signals or jurisdictional boundaries). The train's current position coordinates are matched to the track coordinate system using a coordinate mapping algorithm. Then, based on the standard body length of the train model in the RBC train parameter library and the estimated front end (coordinates of the current position along the running direction superimposed with the body length), and according to the railway signal safety regulations regarding the track gradient and speed limit extension distance (determined based on the train's maximum braking distance and safety redundancy), the train's protective back end (coordinates of the current position along the opposite running direction superimposed with the extension distance) is calculated. The protective back end is determined by adding a safety margin to the safe length backward from the estimated front end position. Finally, through zone boundary matching logic, the estimated front end and protective back end coordinates are mapped to their corresponding protective zones, determining their respective zone identifiers. By combining interlocking route information and precise location data, relying on a pre-configured database and algorithm to determine protective zones, the accurate matching of the estimated front end and protective back end zones is ensured. This provides a reliable positional benchmark for subsequent protective zone settings, avoiding protection failure or resource waste due to zone determination errors.

[0033] Step 202: Determine whether the protection zone where the estimated front end of the train is located and the protection zone where the train protection rear end is located are the same protection zone.

[0034] After obtaining the protection zone where the estimated front end of the train is located and the protection zone where the train protection back end is located in step 201, RBC starts the zone comparison module. This module first extracts the unique identifier of the protection zone where the estimated front end of the train is located (such as "SL-FQ-003", which includes the line number, route number, and zone number) and the unique identifier of the protection zone where the protection back end is located from the execution result of step 201. Then, a two-layer verification logic is started: the first layer is an exact match of the identifier characters. If the character sequences of the two zone identifiers are completely consistent (including letters, numbers, and separators), they are initially determined to be the same protection zone. The second layer is a boundary coordinate verification. If the first layer verification determines that they are the same zone, the boundary coordinate range of the two zones in the RBC line database is further retrieved to confirm that the coordinates of the estimated front end of the train and the protection back end are both within the boundary coordinate range of the zone, avoiding misjudgment due to duplicate identifiers or mapping errors. If the identifiers of the first layer verification are inconsistent, or the coordinates of the second layer verification exceed the zone range, they are determined to be different protection zones. At the same time, RBC stores the verification results in the protection area management log, recording the judgment time, zone identifier, and coordinate verification data, which is convenient for subsequent traceability and fault investigation. By employing a two-layer verification logic, the partition identifier is first verified and then the coordinates are validated. This eliminates interference from duplicate identifiers or mapping errors, ensuring accurate partition determination results and providing a correct basis for subsequent differentiated protection zone settings, thereby reducing security risks caused by misjudgments.

[0035] Step 203: If not, set up protection zones for lost communication in the protection zone where the train estimation front end is located and the protection zone where the train protection back end is located, and set up a protection zone for non-communication trains in the protection zone between the train estimation front end and the train protection back end.

[0036] In this step, when step 202 determines that the protection zones where the estimated front-end and back-end of the train are located are different, the RBC's protection area management module immediately triggers the zone protection setting process. First, a "Lost Communication Exclusive Protection Mark" is generated for both the protection zone where the estimated front-end and back-end of the train are located. This mark includes the non-communication train's car number, protection start time, and zone occupancy priority (set to the highest priority, higher than the zone occupancy priority of normally operating trains). A zone occupancy status update command is sent to the interlocking equipment, causing the interlocking equipment to mark these two zones as "non-communication car occupied," prohibiting other trains from accessing routes involving these two zones. Second, using a segment traversal algorithm, starting from the protection zone where the back-end of the train is located, the system traverses along the train's running direction to the protection zone where the estimated front-end is located, obtaining a list of identifiers for all protection zones between the two zones. For each protection zone in the list, a "Non-Communication Car Associated Protection Mark" is generated. At this point, the RBC controls train authorization to prevent other trains from entering the protection area. Simultaneously, the boundary coordinates, occupancy status, and associated train information of all protection zones are synchronized to the line status display interface of the railway dispatching terminal, facilitating real-time monitoring of the protection area range by dispatchers. By precisely setting protective markers for different zones and intermediate zones, raising the priority of occupancy, and controlling the signals, a comprehensive protection is formed, which not only prevents other trains from intruding, but also synchronizes the status to the dispatching terminal in real time, ensuring protection safety and facilitating monitoring.

[0037] Step 204: Setting up the non-communication train protection zone when there is an adjacent train ahead in the direction of non-communication train operation.

[0038] In this step, when an adjacent train is ahead of the non-communication train in the direction of travel, the protection zone can also be divided according to the position of the starting signal. The method further includes: obtaining the position information of the starting signal of the non-communication train in the route information; setting the protection zone of the non-communication train according to the position information of the starting signal, wherein the protection zone of the non-communication train includes a first protection zone and a second protection zone, wherein the first protection zone is the area determined by the position information of the starting signal from the rear end of the non-communication train's protection zone, and the second protection zone is the area determined by the position information of the starting signal from the estimated rear end of the adjacent train.

[0039] Specifically, the RBC receives the position reports of all trains on the line in real time through the vehicle-to-ground wireless communication network. When it detects that there is an adjacent train in the direction of travel of a non-communication train (i.e., the position report of the adjacent train shows that its distance from the non-communication train is less than the preset tracking interval threshold), it initiates the process of dividing the protection zone and setting the protection area based on the starting signal.

[0040] First, extract the starting signal identifier corresponding to the current route of the non-communication train from the route information obtained in step 201, and then retrieve the precise location coordinates (including longitude, latitude and line mileage markers) of the starting signal from the RBC signal database to ensure that the location information is consistent with the installation location of the on-site signal.

[0041] Subsequently, using the distance calculation module, the length and boundary range of the section are calculated from the coordinates of the non-communication train's protected rear end to the coordinates of the starting signal, and this section is designated as the first protection zone, marked as the "Non-communication Train Basic Protection Zone". From the coordinates of the starting signal to the estimated rear end coordinates of the adjacent train (calculated based on the adjacent train's position report and vehicle length), the length and boundary range of the same section are calculated, and this section is designated as the second protection zone, marked as the "Non-communication Train Associated Protection Zone". Simultaneously, the RBC sends the boundary information of the first and second protection zones to the onboard equipment of the adjacent train, serving as a boundary restriction for the adjacent train's movement permit, preventing adjacent trains from encroaching on the protection zone. By establishing dual protection zones based on the starting signal, the positions of the non-communication train and adjacent trains are accurately matched, and boundary information is synchronized to adjacent trains. This not only prevents adjacent trains from encroaching but also restricts their movement permits, ensuring tracking safety.

[0042] Step 205: After setting the protection zone for non-communication trains based on the position information of the starting signal, the protection zone for non-communication trains is set after the non-communication trains have completed their departure routes.

[0043] In this step, after the non-communication train has completed its departure route, the train protection rear end of the non-communication train and the train rear end of the adjacent train are obtained; the area between the train protection rear end of the non-communication train and the train rear end of the adjacent train is set as the protection area.

[0044] Specifically, when the station dispatcher processes the departure route for a non-communication train through the route management platform (i.e., the interlocking equipment sends a "departure route locking confirmation" instruction to the RBC, including the route start / end signal identifier and the status of the switches along the route), the RBC immediately updates the protection backend information of the non-communication train: deletes the protection backend distance based on safety redundancy extension in step 201, and takes the actual backend coordinates of the train (calculated based on the current position information and body length of the train, eliminating safety redundancy, and matching the actual train position corresponding to the departure route).

[0045] Simultaneously, the latest position reports of adjacent trains are obtained through the vehicle-to-ground communication network. Based on these reports, the actual rear-end coordinates of the adjacent trains are calculated (instead of estimating the rear-end coordinates, thus improving position accuracy). Subsequently, the protection zone reset algorithm is activated. Starting from the actual rear-end coordinates of the non-communication train and ending at the actual rear-end coordinates of the adjacent trains, the length, boundary coordinates, and list of protection zones involved in the segment are calculated. This segment is then set as a new protection zone and marked as the "non-communication train departure protection zone".

[0046] Finally, the markers for the first and second protection zones set in step 204 are deleted, a zone occupancy status update command is sent to the interlocking equipment to remove the occupancy restrictions of the original protection zones, and the information of the new protection zones is synchronized to the dispatch terminal and the on-board equipment of adjacent trains. This ensures that during the departure of non-communication trains, the protection zones accurately match the departure routes and the positions of adjacent trains, guaranteeing departure safety. By updating the protection backend to the actual coordinates and taking the actual backend of adjacent trains, the protection zones are reset and the original protection is removed, so that the protection zones match the departure routes and actual positions, ensuring departure safety, while releasing redundant protection resources and improving line utilization.

[0047] Specific examples of the above-described implementation methods are given below: The RBC (Rail Bridge) and station interlocking equipment are connected via a safety data network to receive information such as the status of turnouts, routes, and signals within the station from the interlocking software. The RBC interacts with the onboard equipment via vehicle-to-ground wireless communication devices, receiving information such as train position reports from the onboard equipment and sending train operation permission information to the onboard equipment.

[0048] The RBC configures line logic section information, route information, and transponder information for train position calculation and non-communication vehicle safety protection, and sets the line according to the start of the route and the handover boundary as the boundary point for setting up the protection area. The RBC obtains the nearest relevant transponder (LRBG) of the train based on the train position report and calculates the train position and running direction in combination with the transponder configuration information. The RBC calculates the range of the protection area set up on the line based on the position information when the train loses communication, combined with the route information and section status information sent by the interlocking, and uses this as the basis for calculating the train operation permission. In the above steps, the two-dimensional area containing turnouts is converted into protection zones. Among them, setting up protection zones includes scenario 1: When the train loses communication, the RBC immediately sets up protection zones along the relevant route from the protection rear end to the protection zone where the estimated front end is located. The range of the protection zone of each zone is from the rear blocking point to the front blocking point. Scenario 2: (1) The RBC needs to extend the protection zone of the train that has lost communication every cycle (the main cycle of the RBC). When extending, it searches for the front blocking point as the endpoint from the end of the protection zone along the relevant route recorded in the protection zone. (2) If the end point of the protection zone where communication is lost is the end point of the protection zone, check that there is no protection zone where the train lost communication in the adjacent protection zone ahead, the first section is occupied, there is no protection zone in the first section, there is no safety envelope of other trains in the first section, and there is a locking route starting from this section. The turnout status and the locking route are consistent. Then, set the protection zone of the non-communication train in the protection zone ahead and extend it to the blocking point ahead along the locking route. If the train restores communication in the protection zone ahead, the protection zone where the train lost communication in the protection zone ahead can be released and the train can resume full mode operation. The protection zone in the rear protection zone is marked as "propagated". It can be released according to TTD (Trackside Train Detection), departure timer, in the railway train control scenario, specifically refers to the time / section associated control unit used to manage the idle status of the line section and assist in releasing the protection zone of the non-communication train. (3) If the train loses communication in the handover process, the handover RBC sets the protection zone from the rear end of the train protection to the handover boundary. The receiving RBC propagates the lost communication protection zone from the handover party to the receiving party based on the boundary periodic message, extending it to the forward obstruction point. Communication is restored when the train enters the receiving RBC's range. At this time, both the receiving RBC and the handover RBC can remove the protection zone, and the receiving RBC sets the train to have head and tail screening, sends authorization, and the train can switch to full mode operation. Scenario 3 involves removing the protection zone when the TTD is idle. Specifically, if the lost communication protection zone spans multiple physical segments, and the TTD segment containing the start or end point of the protection zone is idle and there is no train safety envelope on that segment, then the protection zone on the idle TTD is removed, and the start / end point is updated to the adjacent segment entrance.If the start and end points of the lost communication protection zone are both on the same TTD, the protection zone on the TTD can be lifted when the TTD is idle and the protection zone is marked as "propagated"; otherwise, the protection zone on the TTD cannot be lifted. Scenario 4: Train communication restoration and protection zone lifting, specifically including: when the train restores communication, the conditions for lifting the lost communication protection zone are a) the train has integrity; b) the train length is the same as before the loss of communication; c) the train estimates that the front end or confirms that the back end is in the protection zone where the lost communication protection zone is located, and is within the protection zone. In addition, if the train does not have head and tail screens, the head and tail screens are set as the head and tail screens within the protection zone. At this time, the train that has restored communication can resume normal operation.

[0049] Furthermore, such as Figure 3 As shown, the method for removing the protection zone of non-communication trains is as follows: Before introducing the solution to the non-communication train protection zone, the extension of the non-communication train protection zone is also discussed, as follows: the train's nearest relevant transponder information includes the non-communication train's running direction, and the method further includes: obtaining the obstruction point ahead along the running direction from the route information, the obstruction point including at least the train adjacent to the non-communication train, an open signal, and the protection zone; The endpoint location information of the protected area of ​​the non-communication train is updated to the location information of the blocking point.

[0050] Specifically, the process first extracts the non-communication train's direction of travel (e.g., up / down) from the train's most recent relevant transponder information. Then, through the safety data interface with the station interlocking equipment, it retrieves the entire route information for the train's current path. The obstruction point search module is activated, traversing all elements within the route along the direction of travel: if an adjacent train is detected (determined by adjacent train position reports), its estimated rear-end coordinates are taken as the obstruction point; if an inactive signal is encountered (the interlocking software reports the signal status as "closed"), the signal post coordinates are taken as the obstruction point; if other protected areas exist (retrieved from the RBC protected area database), the starting coordinates of the protected area are taken as the obstruction point. The obstruction point closest to the original end point of the non-communication train's protected area is selected, and the end point location information of the protected area is updated to replace the coordinates of this obstruction point, synchronized to the route status database and dispatch terminal. Accurately locating and dynamically updating the protected area end point to the nearest obstruction point avoids excessive extension of the protected area, preventing resource waste, and preventing protection failure due to the lack of obstruction points, thus ensuring the safety of non-communication trains while improving line utilization.

[0051] It is worth noting that the method described in this embodiment also includes: Obtain the protection zone of the first non-communication train and the protection zone of the second non-communication train; when the end of the protection zone of the first non-communication train coincides with the beginning of the protection zone of the second non-communication train, merge the protection zone of the first non-communication train and the protection zone of the second non-communication train into a first protection zone, and mark the first protection zone as the protection zone of the special hidden car; when the beginning of the first protection zone coincides with the end of the protection zone of the third non-communication train, merge the first protection zone and the protection zone of the third non-communication train into a second protection zone, and mark the second protection zone as the protection zone of the special hidden car.

[0052] Specifically, the multi-non-communication train protection zone monitoring module is first activated. Through the protection zone management database, it synchronously retrieves the protection zone data of the first and second non-communication trains, including the coordinates of the beginning / end of the protection zones, zone identifiers, associated train numbers, and setup times. Using a coordinate comparison algorithm, it calculates whether the terminal coordinates of the first non-communication train's protection zone match the beginning coordinates of the second non-communication train's protection zone. If they match, it determines that the two zones' ends coincide. At this point, the RBC's protection zone merging module automatically triggers the merging process: deleting the independent identifiers of the original protection zones of the two trains, generating a new "First Protection Zone" identifier, setting the beginning of the first non-communication train's protection zone as the new zone's beginning and the end of the second non-communication train's protection zone as the new zone's end, and simultaneously marking "Special Hidden Train Protection Zone" in the zone attributes, and storing the original train number information for easy subsequent traceability. When the RBC detects a third non-communication train protection zone, it repeats the data retrieval and coordinate comparison process described above. It calculates whether the coordinates of the first protection zone's starting point and the third non-communication train protection zone's terminal point coincide. If they do, a secondary merging is triggered: the starting point of the first protection zone is connected to the terminal point of the third non-communication train protection zone to generate a "second protection zone." The starting point of this zone is updated to the starting point of the third non-communication train protection zone, and the terminal point to the terminal point of the first protection zone. The "special hidden train protection zone" marker is retained, and the protection zone management database and dispatch terminal display interface are updated synchronously to ensure that all associated devices simultaneously obtain the merged zone information. Through precise coordinate comparison and dynamic merging logic, seamless integration of multiple non-communication train protection zones is achieved, avoiding gaps or repeated blocking caused by scattered zones. This ensures line safety in scenarios with multiple non-communication trains coexisting and reduces the occupation of line resources by protection zones. The "special hidden train protection zone" marker facilitates unified management and subsequent deactivation operations by the RBC, improving the efficiency and flexibility of non-communication train protection management and solving the problems of low resource utilization and high management complexity in traditional distributed protection modes.

[0053] Step 301: Obtain multiple entity sections of the non-communication train in the route information.

[0054] In this step, the physical section corresponds to the protected area, and the physical section is predetermined based on the physical layout of the line and the installation location of the signal equipment.

[0055] Specifically, the complete route information of the current route of the non-communication train is first retrieved from the route management platform, and all physical segment identifiers within the route are extracted. Combined with the pre-configured "physical segment-protection zone" mapping database within the RBC (this database is based on the physical layout of the line, such as track segment divisions, turnout locations, and signal equipment installation locations, such as track circuits and axle counting equipment locations, which are pre-established with each other), a segment matching algorithm is used to filter out multiple physical segments that correspond one-to-one with the current protection zone of the non-communication train. The unique code (e.g., "physical segment-012"), boundary mileage markers, and associated signal equipment identifiers of these physical segments are obtained and synchronously stored in the physical segment management list. This method accurately associates physical segments with protection zones, providing precise targets for subsequent protection removal based on the physical segment status, avoiding misassociations that could lead to protection removal deviations, and ensuring the reliability of the removal logic.

[0056] Step 302: After a non-communication train passes through the physical section and enters the next section, obtain the status occupancy information of the multiple physical sections.

[0057] In this step, after acquiring the physical section in step 301, the occupancy status data (such as track circuit voltage values ​​and axle count detection results) of the physical section where the non-communication train is located is continuously received through the real-time data interface with the track circuit and axle counting equipment. When the position report of the non-communication train (or the status change of the adjacent physical section) shows that it has completely entered the physical section ahead (i.e., the estimated front end, body, and rear end of the train have all left the original physical section), the multi-physical section status inspection process is immediately triggered. The real-time occupancy information of each section is retrieved one by one according to the physical section code to determine whether there is a false occupancy caused by train occupancy or equipment failure, and an inspection report containing the section code, occupancy status ("occupied" / "idle"), and status update time is generated. Based on this real-time and accurate acquisition of the physical section occupancy status, it is ensured that the status is only determined after the train has completely left, avoiding the safety risks caused by prematurely determining that it is idle, and providing an accurate status basis for the release of protection.

[0058] Step 303: When the occupancy information of the multiple entity segments is idle, release the protection area corresponding to the multiple entity segments.

[0059] After obtaining the occupancy information of the physical sections in step 302, the physical section occupancy status verification module is activated to iterate and verify the inspection report generated in step 302. If the occupancy status of all target physical sections is "idle" and the continuous idle time reaches a preset stable threshold (based on the theoretical time of train passage through the section and the response delay of signal equipment), the protection zone release process is triggered. Through the protection zone management module, the protection zone markers corresponding to these physical sections are deleted, a section occupancy status update command (marked as "idle and available") is sent to the interlocking equipment, and the release result is synchronized to the dispatch terminal to update the line status display. If any section status is not "idle", the release process is paused, and the status acquisition operation in step 302 is re-executed every preset period. The protection zone can be released in the above way, which avoids premature release that may cause safety hazards, and can release idle section resources in a timely manner, improving the utilization rate of line resources, which is in line with the technical solution of precise protection and efficient utilization.

[0060] Here is an example: (1) Existing train A loses communication in the physical section TS0. The protection zone is set up to the front entrance signal. In front of the physical section TS0 (in front of the train running direction), there are also physical sections TS1, TS2, and TS3. After train A enters the front section (the physical section in front of TS3), the occupied status of TS1, TS2, and TS3 is free, and it contacts the corresponding protection zone on TS1, TS2, and TS3.

[0061] (2) When the train restores communication, the protection zone of the non-communication train is removed. Specifically, when train A loses communication while traveling on the track, and train A enters the physical section ahead after losing communication, the protection zone within the protection zone where train A is located can be removed.

[0062] Furthermore, as a response to the above Figure 1-3 The implementation of the method embodiment shown in this invention provides a non-communication train safety protection device. This device embodiment corresponds to the foregoing method embodiments. For ease of reading, this embodiment will not repeat the details of the foregoing method embodiments one by one, but it should be understood that the device in this embodiment can correspondingly implement all the contents of the foregoing method embodiments. For example... Figure 4 As shown, it includes: The acquisition unit 41 is used to acquire the train position report in the radio block center where the non-communication train is located when the non-communication train loses communication, and to acquire the train's nearest relevant transponder information based on the train position report; The acquisition unit 41 is used to acquire the route information of the non-communication train and determine the current location information of the non-communication train based on the configuration information in the train's most recently relevant transponder information. The determining unit 42 is used to determine the protection zone where the estimated front end and the protection back end of the non-communication train are located based on the route information and current location information in the acquiring unit 41. The protection zone is a line logical segment divided by the route boundary and used to manage the protection area of ​​the non-communication train. Setting unit 43 is used to set the protection zone where the estimated front end of the train is located as the protection zone for non-communication trains when the protection zone where the estimated front end of the train is located and the protection zone where the estimated rear end of the train is located are the same protection zone in determining unit 42.

[0063] Furthermore, such as Figure 5 As shown, the setting unit 43 includes: The acquisition module 431 is used to acquire the protection zone where the estimated front end of the train is located and the protection zone where the train protection back end is located; The judgment module 432 is used to determine whether the protection zone where the estimated front end of the train is located and the protection zone where the train protection rear end is located are the same protection zone in the acquisition module 431. The judgment module 432 is used to, if not, set up protection zones for lost communication in the protection zone where the train estimation front end is located and the protection zone where the train protection back end is located, and set up a protection zone for non-communication trains in the protection zone between the train estimation front end and the train protection back end.

[0064] Furthermore, such as Figure 5 As shown, the protection zone can also be divided according to the position of the starting signal, and the determining unit 42 includes: The information acquisition module 421 is used to acquire the position information of the starting signal of a non-communication train in the route information; The setting area module 422 is used to set a protection area for non-communication trains based on the position information of the starting signal in the acquisition information module 421. The protection area for non-communication trains includes a first protection area and a second protection area. The first protection area is the area determined by the position information of the starting signal from the train protection rear end of the non-communication train. The second protection area is the area determined by the position information of the starting signal from the estimated train rear end of the adjacent train.

[0065] Furthermore, such as Figure 5 As shown, after setting the protection zone for non-communication trains based on the position information of the starting signal, the setting unit 43 further includes: The train information acquisition module 433 is used to acquire the train protection back end of the non-communication train and the train back end of the adjacent train after the non-communication train has completed the train departure route. The protection area module 434 is used to set the area between the train protection rear end of the non-communication train and the train rear end of the adjacent train in the train information acquisition module 433 as a protection area.

[0066] Furthermore, Figure 5 As shown, the device further includes an update unit 44, which includes: Obstruction point acquisition module 441 is used to acquire obstruction points ahead along the running direction from the route information. The obstruction points include at least trains adjacent to non-communication trains, open signal lights, and protected areas. The update module 442 is used to update the end point location information of the protection area of ​​the non-communication train of the obstruction point acquisition module 441 to the location information of the obstruction point.

[0067] Furthermore, such as Figure 5 As shown, the device further includes a release unit 45, which includes: The system acquires multiple physical sections of non-communication trains in the route information, where each physical section corresponds to a protected zone. These physical sections are predetermined based on the physical layout of the line and the installation location of the signaling equipment. The section acquisition module 451 is used to acquire the status occupancy information of the multiple physical sections after a non-communication train passes through the physical section and enters the next section. The release module 452 is used to release the protection area corresponding to the multiple entity segments when the occupancy information of the multiple entity segments in the acquisition segment module 451 is idle.

[0068] Furthermore, such as Figure 5 As shown, the setting unit 43 further includes: The protection module 435 is used to acquire the protection area of ​​the first non-communication train and the protection area of ​​the second non-communication train. The marking module 436 is used to merge the protection area of ​​the first non-communication train and the protection area of ​​the second non-communication train into a first protection area when the terminal of the protection area of ​​the first non-communication train in the acquisition protection module 435 coincides with the head end of the protection area of ​​the second non-communication train, and to mark the first protection area as the protection area of ​​the special hidden car. The marking module 436 is used to merge the first protection area and the third non-communication train's protection area into a second protection area when the first end of the first protection area in the acquisition protection module 435 coincides with the end of the third non-communication train's protection area, and to mark the second protection area as the protection area of ​​a special hidden car.

[0069] Furthermore, embodiments of the present invention also provide a readable storage medium for storing a computer program, wherein the computer program, when running, controls the device where the storage medium is located to perform the above-described actions. Figure 1-3 The non-communication train safety protection method described in any one of the following statements.

[0070] Furthermore, embodiments of the present invention also provide an electronic device, the electronic device including a storage medium; and one or more processors, the storage medium being coupled to the processors, the processors being configured to execute program instructions stored in the storage medium; the program instructions, when executed, perform as described above. Figure 1-3 The non-communication train safety protection method described in any one of the following statements.

[0071] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0072] It is understood that the relevant features in the above methods and apparatus can be referenced interchangeably. Furthermore, the terms "first," "second," etc., in the above embodiments are used to distinguish between embodiments and do not represent the superiority or inferiority of any particular embodiment.

[0073] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0074] The algorithms and displays provided herein are not inherently related to any particular computer, virtual system, or other device. Various general-purpose systems can also be used in conjunction with the teachings herein. The required structure for constructing such systems is apparent from the above description. Furthermore, this invention is not directed to any particular programming language. It should be understood that the contents of the invention described herein can be implemented using various programming languages, and the above description of specific languages ​​is for the purpose of disclosing the best mode of implementation of the invention. Additionally, the memory may include non-persistent memory in computer-readable media, random access memory (RAM), and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory may include at least one memory chip.

[0075] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0076] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0077] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0078] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0079] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0080] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0081] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0082] 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 variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included 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 safety protection method for non-communication trains, characterized in that, include: When a non-communication train loses communication, the train's location report within the radio block center where the non-communication train is located is obtained, and the train's nearest relevant transponder information is obtained based on the train's location report. Obtain the route information of non-communication trains and determine the current location information of non-communication trains based on the configuration information in the train's most recently relevant transponder information; Based on the route information and current location information, the protection zone where the estimated front end and protection back end of the non-communication train are located is determined. The protection zone is a line logical segment used to manage the protection area of ​​the non-communication train, which is divided by the route boundary. When the protection zone where the estimated front end of the train is located and the protection zone where the train protection back end is located are the same protection zone, the protection zone where the estimated front end of the train is located is set as the protection area for non-communication trains.

2. The method according to claim 1, characterized in that, The method further includes: Obtain the estimated protection zone where the front end of the train is located and the protection zone where the rear end of the train is located; Determine whether the protection zone where the estimated front end of the train is located and the protection zone where the train's protection rear end is located are the same protection zone; If not, protection zones for lost communication shall be set in the protection zone where the train estimation front end is located and the protection zone where the train protection back end is located, and a protection zone for non-communication trains shall be set in the protection zone between the train estimation front end and the train protection back end.

3. The method according to claim 2, characterized in that, The protection zones are divided according to the location of the starting signal, and the method further includes: Obtain the position information of the starting signal of a non-communication train in the route information; Based on the position information of the starting signal, a protection zone for non-communication trains is set up. The protection zone for non-communication trains includes a first protection zone and a second protection zone. The first protection zone is the area determined by the position information of the starting signal from the rear protection end of the non-communication train. The second protection zone is the area determined by the position information of the starting signal from the estimated rear end of the adjacent train.

4. The method according to claim 3, characterized in that, After setting the protection zone for non-communication trains based on the location information of the starting signal, the method further includes: After the non-communication train has completed its departure route, obtain the train protection rear end of the non-communication train and the rear end of the adjacent train. The area between the rear end of the non-communication train and the rear end of the adjacent train is designated as a protected area.

5. The method according to claim 1, characterized in that, The method further includes: Obstruction points ahead along the direction of travel are obtained from the route information. These obstruction points include at least trains adjacent to non-communication trains, closed signals, and protected areas. The endpoint location information of the protected area of ​​the non-communication train is updated to the location information of the blocking point.

6. The method according to claim 1, characterized in that, The method further includes: The system acquires multiple physical sections of non-communication trains in the route information, where each physical section corresponds to a protected zone. These physical sections are predetermined based on the physical layout of the line and the installation location of the signaling equipment. When a non-communication train passes through the physical section and enters the next section, it obtains the status occupancy information of the multiple physical sections. When the occupancy information of the multiple entity segments is idle, the protection area corresponding to the multiple entity segments is released.

7. The method according to claim 1, characterized in that, The method includes: Obtain the protection zone of the first non-communication train and the protection zone of the second non-communication train; When the terminal of the protection area of ​​the first non-communication train coincides with the head end of the protection area of ​​the second non-communication train, the protection area of ​​the first non-communication train and the protection area of ​​the second non-communication train are merged into the first protection area, and the first protection area is marked as the protection area of ​​the special hidden car. When the first end of the first protection zone coincides with the end of the protection zone of the third non-communication train, the first protection zone and the protection zone of the third non-communication train are merged into the second protection zone, and the second protection zone is marked as the protection zone of the special hidden car.

8. A non-communication train safety protection device, characterized in that, include: The acquisition unit is used to acquire the train position report in the radio block center where the non-communication train is located when the non-communication train loses communication, and to acquire the train's nearest relevant transponder information based on the train position report; The acquisition unit is used to acquire the route information of the non-communication train and determine the current location information of the non-communication train based on the configuration information in the train's most recently relevant transponder information. The determining unit is used to determine the protection zone where the estimated front end and the protection back end of the non-communication train are located based on the route information and current location information in the acquiring unit. The protection zone is a line logical segment divided by the route boundary and used to manage the protection area of ​​the non-communication train. The setting unit is used to set the protection zone where the estimated front end of the train is located as the protection zone for non-communication trains when the protection zone where the estimated front end of the train is located and the protection zone where the estimated back end of the train is located are the same protection zone in the determining unit.

9. A storage medium comprising a stored program, characterized in that, When the program is running, it controls the device containing the storage medium to execute any one of claims 1 to 7, a non-communication train safety protection method.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements a non-communication train safety protection method as described in any one of claims 1 to 7.

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