Method, device and system for controlling train operation through near-far field communication cooperation and self-discipline dispersion

Abstract

The invention discloses a near-far field communication cooperation and self-discipline decentralized train operation control method, device and system, and belongs to the field of rail transit, near-field communication and middle-far field communication are used for providing train-to-ground, ground-to-train and train data transmission channels, all the transmission channels are fused and work cooperatively, the advantages of two communication modes are reserved, mutual cooperation and redundancy are achieved, and the reliability of the system is improved. According to the invention, trackside equipment is simplified, fine management of track resources is realized, mobile block or virtual coupling is realized, a backup mode for automatic block control can be provided, multiple redundancy of key functions such as train positioning, train position tracking and train-ground communication is improved, intelligent control functions such as automatic driving are easy to realize, and the environment adaptability is strong; train operation control of different rail systems is supported, and reliable, efficient and economical train operation control can be achieved; and meanwhile, a self-discipline decentralized control idea is adopted, global efficient planning operation of the center is utilized, and small-range adjustment of stations and individual trains is utilized, so that efficient operation of the train control system is realized.

Description

Technical Field

[0001] This invention belongs to the field of rail transit. It utilizes near-field communication and mid-to-far-field communication to provide data transmission channels between vehicles and the ground, between the ground and vehicles, and between trains. These transmission channels are integrated and work collaboratively, retaining the advantages of both communication methods, complementing each other and providing redundancy. This simplifies trackside equipment, enables refined management of track resources, realizes moving block or virtual coupling, and provides a backup mode for automatic block control. It improves the redundancy of key functions such as train positioning, train position tracking, and vehicle-to-ground communication, making it easy to realize intelligent control functions such as automatic driving. It has strong environmental adaptability, supports train operation control for different track systems, and can achieve reliable, efficient, and economical train operation control. At the same time, it adopts a self-disciplined decentralized control concept, utilizing the central global efficient planning operation and the small-scale adjustments of stations and individual trains to achieve efficient operation of the train control system. Background Technology

[0002] Existing train control systems are characterized by a wide variety of equipment, high maintenance difficulty and cost, significant challenges in achieving automatic driving, and difficulties in interconnecting various systems. To simplify train control equipment and build a train control system using unified and universal equipment that can well support automatic driving and unmanned station management, a reliable, low-maintenance, and relatively mature technology is needed to achieve functions such as two-way communication between train and ground, train positioning, train occupancy and integrity checks, as well as methods and devices for building a train operation control system using this technology.

[0003] The existing train control system has the following problems: The CTCS0 ​​to CTCS2 train control systems all use track circuits for occupancy checks. Among them, the CTCS2 train control system uses active transponders to provide route information. These systems have many trackside devices, are difficult to maintain, and are costly, and cannot achieve efficient and intelligent train control. The CTCS3 train control system uses GSM-R as the vehicle-to-ground data exchange method, which requires track circuits as a backup, resulting in high costs and difficult maintenance. The CTCS4 train control system can only meet the needs of low-density railway operations. Urban rail transit mainly adopts the CBTC method, which has many trackside devices and low efficiency in degraded mode operation; the TACS system adopts train autonomous operation based on vehicle-to-vehicle communication, but in reality, vehicles cannot communicate directly, and rail transit, as a public transportation, should not adopt autonomous operation.

[0004] According to patent searches, the following patents are mainly related to this invention: 1. Chinese Invention Patent Application No. "CN201910250258.X", application date "2019.03.29", publication number "CN110027596A", publication date "2019.07.19", entitled "A Cloud Computing-Based Rail Transit Train Operation Control System", with Beijing Jiaotong University as the applicant, provides a cloud computing-based rail transit train operation control system. The system includes: a cloud computing device and local train control devices connected via a redundant communication network; the cloud computing device provides real-time computing and storage services to all local train control devices, simultaneously providing redundant real-time computing and storage services to a single local train control device for a single train operation control-related calculation request in a virtual or physical isolation manner; the calculation generates multiple redundant calculation results and sends them to the local train control devices; the local train control devices complete their respective safety input, safety data comparison, train control safety calculation, and safety output processing processes, obtaining a safe calculation result from the multiple calculation results through a safety comparison method. This invention proposes a method for migrating the computing process to the cloud while ensuring the security, reliability, and timeliness of the secure computing platform, thus solving the problems of computing power and resource utilization of the secure computing platform.

[0005] The aforementioned patents and some documents propose using redundant wireless communication methods such as WIFI+LTE to improve the reliability of vehicle-to-ground data interaction. However, the functions provided by each wireless communication are similar and singular, requiring additional equipment to provide functions such as train positioning and occupancy checks. Summary of the Invention

[0006] The technical problem to be solved by this invention is to address the deficiencies in the existing technology by proposing a train operation control system (NF-CBTC) based on the cooperative operation of near-field and mid-far-field vehicle-to-ground communication. By utilizing the advantages of the two communication methods, their mutual cooperation and redundancy, reliable, efficient and economical train operation control can be achieved.

[0007] The system can be configured by using multiple or more sets of mid-to-long-field communication + near-field communication combinations, or mid-to-long-field communication + redundant near-field communication combinations, or multiple or more sets of mid-to-long-field communication + redundant near-field communication combinations. Mid-to-long-field communication and near-field communication can be redundant at both ends. Near-field communication equipment installed at both ends of the train can be used for train position tracking and occupancy checks.

[0008] Mid-to-far field communication methods can provide two-way interactive data between the vehicle and the ground, and between the vehicle and the train. They can adopt wireless communication standards, such as WIFI, leaky cable, LTE, GSM-R, 5G, etc., which are not limited to urban rail signaling systems or railway signaling systems. Satellite communication, such as low-orbit satellite communication, can also be included. Mid-to-far field wireless communication can be used to build vehicle-to-ground and vehicle-to-train communication in terms of real-time and continuous data transmission. However, mid-to-far field wireless communication is susceptible to intrusion and interference due to the use of public frequency bands or long-distance transmission, resulting in slightly lower data confidentiality and security. At the same time, the poor positioning accuracy of wireless communication makes it difficult to apply to train positioning.

[0009] Near-field communication (NFC) can employ radio frequency, induction, near-field electromagnetic induction communication (NFEMI, NFMI, NFEI), microwave communication, acoustic waves, infrared, laser, and other methods. NFC devices include transponders or beacon systems, loop systems, etc., and can be used for interaction between vehicle-mounted and ground-based equipment. NFC can fuse energy waves and signals for transmission, propagating signals while simultaneously transmitting energy, or only signals or energy. The transmitted energy can be used to power passive or degraded NFC devices on the vehicle or ground, and the transmitted energy or signal can provide a clock for these devices. NFC can provide vehicle-to-ground and / or ground-to-vehicle data transmission channels with secure data transmission. It can provide train positioning functionality (compatible with existing transponder devices), train position tracking, and occupancy checks (it can be implemented independently of the train control system, supports train power failure, and is convenient for retrofitting vehicles such as railcars that do not have such equipment). However, NFC is generally configured as a point-to-point communication method. For the functional implementation and application of NFC, please refer to the patent (CN). 202310214326.3, CN202211216276.4, CN 202310164595.3, CN202211608887.3, CN202211114178.X, CN202210984166.6, CN202111035613.5, CN 202310573756.4, CN202310847064.4, CN202310896016.4, CN202310987740.8, C N202311082222.8, CN2023114332980, CN202311422867.1, CN202311393362.7).

[0010] Modulation, demodulation, encoding, and decoding for mid-to-long-field communication should refer to existing methods; modulation, demodulation, encoding, and decoding for near-field communication can refer to existing transponder, loop, or other methods, or adopt communication coding methods, or other modulation and demodulation methods.

[0011] When the mid-to-long-field wireless communication is normal, train moving block or virtual coupling operation can be realized. In this mode, near-field communication technology can provide train identification, train positioning, train position tracking and occupancy check, train running direction identification, and ensure the confidentiality and security of mid-to-long-field communication data (transmission key, etc.). When the mid-to-long-field wireless communication fails, near-field communication can provide train movement authorization and route information, and simultaneously undertake train positioning, train position tracking and occupancy check, and train-to-ground interaction control (such as door and platform screen door interlocking control, automatic turnaround, remote hibernation and wake-up, etc.) functions to realize automatic block control of trains. The uplink and downlink channels of near-field communication can be independent. In the event of a failure in mid-to-far-field wireless communication, and especially in the event of a failure in the uplink channel of near-field communication, ground control equipment can still track train positions and check occupancy through the downlink channel of near-field communication. Trains can operate under the guidance of signal lights or dispatch instructions. At the same time, the downlink channel of near-field communication can achieve redundancy at both ends of the train (near-field communication at both ends of the train can establish communication with the onboard train control system, and the data from the downlink channels at both ends can include the train's integrity status), ensuring safe and efficient train operation. The switching between the first two modes can be smooth and seamless, improving operating efficiency and comfort.

[0012] The train operation control system built on the collaborative work of near-field and mid-to-far-field vehicle-to-ground communication can simplify the trackside equipment to only near-field communication equipment and mid-to-far-field communication equipment. The equipment is standardized and easy to replace, unlike track circuits or axle counters which require on-site debugging and installation, greatly reducing maintenance work and costs.

[0013] It is compatible with the existing CBTC architecture, meaning that trains adapted to NF-CBTC can operate on existing CBTC system lines; CBTC system trains can operate on NF-CBTC lines but do not support backup mode. Backup mode for NF-CBTC lines can be supported by adding near-field communication equipment (or modifying the onboard transponder equipment).

[0014] Trains compatible with CTCS0 ​​and CTCS2 train control systems can support backup mode operation on NF-CBTC lines by adding near-field communication equipment (or modifying the onboard transponder equipment); trains compatible with NF-CBTC need to add track circuit readers to support operation on CTCS0 ​​and CTCS2 train control system lines, and the onboard near-field communication equipment of NF-CBTC trains can support reading of existing transponders (active and passive transponders).

[0015] Trains compatible with the CTCS3 train control system can operate on NF-CBTC lines but do not support backup mode (communication standards are the same; if different, wireless communication equipment of the corresponding standard needs to be added). Adding near-field communication equipment (or modifying the onboard transponder equipment) will enable backup mode on NF-CBTC lines. Trains compatible with NF-CBTC can operate on CTCS3 level lines but do not support backup mode (communication standards are the same; if different, wireless communication equipment of the corresponding standard needs to be added). Adding a track circuit reader will enable operation in the CTCS3 train control system line degradation mode. The onboard near-field communication equipment of NF-CBTC trains can support reading existing transponders (active and passive transponders).

[0016] Railcars and shunting cars can be configured with near-field communication equipment to access the on-board train control equipment, thus supporting backup mode operation of NF-CBTC lines; railcars and shunting cars can be configured with near-field communication transmitting equipment (including passive equipment or vehicle-powered equipment that supports uplink energy triggering transmission after degradation) to achieve vehicle position tracking and occupancy checks.

[0017] Therefore, a train operation control system that integrates near-field communication and mid-to-far-field communication technologies is beneficial for cross-line operation of urban rail transit systems and the realization of four-network integration.

[0018] The NF-CBTC system can be considered to employ a heterogeneous communication redundancy architecture, which simplifies the existing train control architecture. Trackside equipment is simplified to only near-field and mid-to-far-field communication devices (no axle counting or track circuits, no need for backup positioning equipment, and signal lights can be eliminated). It facilitates integrated design of interlocking and train control / ZC, and easily achieves fully electronic interlocking control. The NF-CBTC system can easily achieve distributed control through cloud, fog, and edge collaboration, using lightweight edge controllers directly deployed at each station, forming a two-tier "center-station" architecture, reducing the communication barriers between existing centralized and non-centralized stations. Extensive cabling reduces the risk of escalation. The NF-CBTC system supports autonomous train operation. It can interact with the object controller to obtain track resource usage information through mid-field or near-field communication, and interact with ground control equipment (ZC, interlocking, or trackside train management module) to obtain relevant train positions. It can also achieve vehicle-to-vehicle communication to obtain the positions of adjacent trains. Based on the destination, it can autonomously request trackside resources (turnouts, track sections, platform screen doors, etc.) from the object controller (OC), calculate its own movement authorization, and thus achieve autonomous operation.

[0019] The NF-CBTC system can achieve multiple redundancies for key functions of the train operation control system, such as train positioning, train occupancy checks, and vehicle-to-ground communication. This is achieved through the integration of near-field communication uplink and downlink with mid-to-far-field communication, as seen in the aforementioned patent references. The system improves the reliability of functions and the system through mutual redundancy of near-field communication equipment at the head and tail of the train, independence of near-field communication equipment transmission and reception channels, degradation and passive processing of onboard and ground near-field communication equipment, and redundancy at the equipment level or functional channel level.

[0020] The NF-CBTC system enables refined management of line resources. Through train positioning and train position tracking (tracking the head and tail of the train) provided by near-field communication equipment, it can improve train positioning accuracy and finer line resource partitioning by rationally deploying ground near-field communication equipment (including passive near-field one-way communication equipment). It can also be configured with other positioning devices, shorten train tracking intervals, reduce the length of block sections used in degraded modes, shorten train turnaround time, and improve the utilization efficiency of turnout resources.

[0021] The NF-CBTC system, through the functions provided by near-field communication and mid-to-far-field communication, can easily realize intelligent functions such as automatic train turnaround, remote hibernation and activation, door interlocking control, fully automatic train operation, and autonomous train operation.

[0022] The onboard control equipment can calculate the equivalent train length by calculating the time difference between the data exchanged between the near-field communication devices at the beginning and end of the train and combining this with the real-time train speed. This equivalent train length can be compared with the actual train length and a certain threshold can be reserved, thereby enabling train integrity checks. The ground control equipment can calculate the time difference between the data exchanged between the near-field communication devices at the beginning and end of the train and the ground near-field communication devices. This equivalent train length can be calculated by calculating the train speed converted from the data exchanged between the near-field communication devices at the beginning or end of the train and the ground near-field communication devices, or by obtaining the train speed through near-field communication. This equivalent train length can be compared with the actual train length and a certain threshold can be reserved, thereby enabling train integrity checks.

[0023] Near-field communication ground equipment is deployed between or around the tracks. It can communicate with ground control equipment via cable, wireless, or fiber optic. Considering environmental factors such as track vibration, it can be led out to the trackside via cable. If the distance to the ground control equipment is close, it can be directly connected by cable. If the distance is far, it can be converted to fiber optic for long-distance transmission or to wireless communication through a communication conversion device. Communication relays can be configured according to the transmission distance.

[0024] Vehicle-mounted or ground-based near-field communication equipment has self-testing or real-time monitoring functions; vehicle-mounted or ground-based near-field communication equipment can have data transmission channel and energy transmission channel monitoring or real-time monitoring functions; vehicle-mounted or ground-based near-field communication equipment can achieve self-testing of the receiving channel by simulating signal transmission and reception, and can perform self-testing periodically (staggered in time and location from the time of passing the corresponding near-field communication equipment), and can stop self-testing once the corresponding energy wave is detected in the receiving channel, thus entering the normal receiving channel; near-field communication equipment can report its own faults to the corresponding vehicle-mounted control equipment or ground control equipment, and the train and ground control equipment can exchange near-field communication equipment status, enabling timely detection and handling of faults in vehicle-mounted or ground-based near-field communication equipment.

[0025] Near-field communication ground equipment can serve as the boundary for block section demarcation. If signals are configured, their operation can be controlled by the near-field communication ground equipment alone or in conjunction with ground control equipment. When the train is in a moving block or automatic block system with movement authorization monitoring, the signals can be controlled to be inactive. When the train is in a system without movement authorization monitoring, such as visual train operation, the signals can be controlled to be active. In shunting scenarios, the near-field communication ground equipment can receive the signal positions and send message data containing the corresponding signal position information. Once the signal position changes, the message sent by the shunting protection transponder also changes accordingly.

[0026] Near-field communication (NFC) equipment may experience position loss issues when used for train positioning calibration, which can be compensated for through the aforementioned redundancy methods or by fusing multiple positioning methods. However, when used for train position tracking, NFC equipment may experience position loss issues (under mid- and long-field communication, train positioning has multiple redundancies; without mid- and long-field communication, the positioning of the first and last trains can be redundant). Sections where no train has been completely detected and not cleared from occupation can be left undisturbed without affecting the safety of subsequent trains. However, the occupation of the line within the train's own permitted operating range is unknown. Although this does not affect operational safety, when a train malfunctions and cannot operate, requiring rescue operations, the envelope of the malfunctioning train's position can be set to extend from the most recently monitored position of the train to the end of the train's permitted operating range to ensure the operational safety of rescue trains. However, the use of manual control for rescue trains within the malfunctioning train's position envelope affects the efficiency of rescue operations. At the same time, display devices such as dispatch consoles that display train positions should mark the train's position envelope, such as using a blue light strip to display the train's position envelope.

[0027] Event vision sensors are strategically placed along the track and its perimeter. These sensors can be used individually or integrated into near-field communication ground equipment, or configured as part of the equipment. They are used to detect trains passing at close range (accurately identifying trains based on their image features, eliminating environmental interference through algorithms, detecting lens contamination and initiating automatic cleaning, identifying malfunctions and issuing warnings). They can also trigger scanning of QR codes or specific patterns at specific train locations to identify the train, enabling train position tracking, occupancy checks (including track occupancy identification), and integrity checks. They can serve as backup redundancy for near-field communication ground equipment, and can be used for track foreign object intrusion detection and track condition monitoring, as well as monitoring train speed and direction. Train position tracking can utilize grating fiber optic sensors with chaotic lasers as the sensing signal. Chaotic lasers possess wide-bandwidth, large-amplitude oscillations, facilitating the measurement of minute deformations and temperature changes, thus improving deformation monitoring accuracy and train position tracking reliability.

[0028] It has strong environmental adaptability and can adapt to environments such as high-altitude areas and mountainous areas, supporting the operation control of different track systems such as maglev, rubber-tired trains, and rack rail trains.

[0029] The methods used to implement near-field communication (NFC) devices can be applied to devices such as transponders and loopers.

[0030] As a form of public transportation, rail transit requires all trains to operate according to a plan. Individual trains do not have access to information about adjacent lines or large-scale or global information. Rail transit lines are not as flexible as road lines, making it difficult for trains to operate autonomously. This solution proposes a train control system that adopts a self-disciplined and decentralized control approach. It utilizes a central system for efficient global planning and operation, while individual trains make limited adjustments within a small range under the global planning framework, thereby achieving efficient operation of the train control system.

[0031] The beneficial effects of this invention are as follows: This invention belongs to the field of rail transit, and utilizes near-field communication and mid-to-far-field communication to provide data transmission channels between vehicles and the ground, between the ground and vehicles, and between trains. The various transmission channels are integrated and work collaboratively, retaining the advantages of both communication methods, cooperating and redundant with each other, simplifying trackside equipment, realizing refined management of track resources and shortening train tracking intervals, realizing moving block control or virtual coupling and providing a backup mode for automatic block control, improving the multiple redundancy of key functions such as train positioning, train position tracking and vehicle-to-ground communication, facilitating the realization of intelligent control functions such as automatic driving, having strong environmental adaptability, supporting train operation control of different track systems, and realizing reliable, efficient and economical train operation control; at the same time, it adopts the concept of autonomous decentralized control, utilizing the central global efficient planning operation and the small-scale adjustment of individual trains to achieve efficient operation of the train control system. Attached Figure Description

[0032] Figure 1This is a schematic diagram of a traditional train control system structure for near-field and far-field communication coordination. Figure 2 This is a schematic diagram of a cloud-edge structure train control system with near-field and far-field communication coordination. Figure 3 This is a schematic diagram of the system structure of a near-field communication device.

[0033] In the diagram: 1 - Near-field communication ground equipment, 2 - Near-field communication vehicle-mounted equipment, 3 - Vehicle-mounted train control equipment / train tail equipment, 4 - Ground control equipment, 5 - Trackside communication conversion equipment.

[0034] In the diagram: A1 - Ground-to-vehicle near-field data communication channel; A2 - Vehicle-to-ground near-field data communication channel; A3 - Ground-to-vehicle near-field energy channel; A4 - Vehicle-to-ground near-field energy channel; C3 - Serial communication interface of the near-field communication ground equipment; C7 - Interface for providing power to the near-field communication ground equipment from the trackside; B - Interface between the on-board train control equipment / train tail equipment and the near-field communication on-board equipment; S - Interface between the trackside communication conversion equipment and the ground control equipment. Implementation

[0035] The present invention will be further described below with reference to specific embodiments and accompanying drawings: A schematic diagram of the train operation control system based on the collaborative near-field and far-field communication of this invention is shown below. Figure 1 and 2 As shown, the structure of the near-field communication system is as follows: Figure 3 As shown.

[0036] By utilizing near-field communication and mid-to-far-field communication to provide data transmission channels between vehicles and the ground, between the ground and vehicles, and between trains, and by utilizing near-field communication to provide train positioning, train location tracking, and occupancy checks, a train operation control system with an efficient backup system is constructed through the fusion and collaborative work of various transmission channels.

[0037] The system can employ multiple or more combinations of mid-to-long-field communication + near-field communication, or combinations of mid-to-long-field communication + redundant near-field communication, or combinations of multiple or more mid-to-long-field communication + redundant near-field communication. Mid-to-long-field communication and near-field communication can be redundant at both ends. Near-field communication equipment installed at the beginning and end of the train can be used for train position tracking and occupancy checks. Near-field communication equipment can be configured on non-beginning and end vehicles (which can only send downlink default data, with energy provided by the vehicle or by uplink energy wave to trigger transmission, and the working clock can be obtained from uplink energy wave or uplink signal) to provide train position tracking and vehicle information and status management (including vehicle entry and exit management, etc.) to the ground.

[0038] The communication methods for medium and long-range fields can adopt wireless communication standards such as WIFI, leaky cable, LTE, GSM-R, 5G, etc., which are not limited to urban rail signaling systems or railway signaling systems. Satellite communication such as low-Earth orbit satellite communication can also be included.

[0039] Near-field communication can employ radio frequency, induction, near-field electromagnetic induction communication (NFEMI, NFMI, NFEI), microwave communication, acoustic waves, infrared, laser, and other methods. Near-field communication equipment includes existing transponders or beacons, new transponders, loops, etc., and can be used to enable interaction between on-board and ground equipment. Near-field communication can fuse energy waves and signals for transmission, and can transmit signals and energy simultaneously, or only signals or energy. The transmitted energy can be used to provide power to passive or degraded near-field communication equipment on-board or ground, and the transmitted energy or signal can provide a working clock for passive or degraded near-field communication equipment on-board or ground. Near-field communication can provide data transmission channels between vehicle and ground and / or ground, with secure data transmission. It can provide train positioning functions (compatible with existing transponder equipment, etc.), and train position tracking and occupancy check functions (can be independent of the train control system, support train power failure, and facilitate the modification of vehicles such as railcars that do not have such equipment installed). However, near-field communication is generally configured as a point-to-point communication method.

[0040] Modulation, demodulation, encoding, and decoding for mid-to-long-field communication should refer to existing methods; modulation, demodulation, encoding, and decoding for near-field communication can refer to existing transponder, loop, or other methods, or adopt communication coding methods, or other modulation and demodulation methods.

[0041] When the mid-to-far field wireless communication is normal, it is prioritized for train-to-ground and train-to-train data exchange, enabling train moving block or virtual coupling operation. In this mode, near-field communication technology can provide train identification, train positioning, train position tracking and occupancy checks, train direction identification, and ensure the confidentiality and security of mid-to-far field communication data (transmission keys, etc.). When the mid-to-far field wireless communication fails, near-field communication can serve as the data transmission channel between ground and train, providing train movement authorization and route information, status interaction, and simultaneously handling train positioning, train position tracking and occupancy checks, and train-to-ground interaction control (such as door and platform screen door interlocking control, automatic turnaround, etc.). With functions such as sleep and wake-up, automatic block control of trains can be realized. The uplink and downlink channels of near-field communication can be independent. In the event of failure of mid-to-far-field wireless communication and failure of the uplink channel of near-field communication, the ground control equipment can still track the train position and check occupancy through the downlink channel of near-field communication. The train can run under the guidance of signal lights or dispatch instructions. At the same time, the downlink channel of near-field communication can achieve redundancy at both ends of the train (the near-field communication at both ends of the train can establish communication with the on-board train control, and the data of the downlink channels at both ends can contain the integrity status of the train), ensuring the safe and efficient operation of the train. The switching between the first two modes can be smooth and imperceptible, improving operating efficiency and comfort.

[0042] The train operation control system built on the collaborative work of near-field and mid-to-far-field vehicle-to-ground communication can simplify the trackside equipment to only near-field communication equipment and mid-to-far-field communication equipment. The equipment is standardized and easy to replace, unlike track circuits or axle counters which require on-site debugging and installation, greatly reducing maintenance work and costs.

[0043] It is compatible with the existing CBTC architecture, meaning that trains adapted to NF-CBTC can operate on existing CBTC system lines; CBTC system trains can operate on NF-CBTC lines but do not support backup mode. Backup mode for NF-CBTC lines can be supported by adding near-field communication equipment (or modifying the onboard transponder equipment).

[0044] Trains compatible with CTCS0 ​​and CTCS2 train control systems can support backup mode operation on NF-CBTC lines by adding near-field communication equipment (or modifying the onboard transponder equipment); trains compatible with NF-CBTC need to add track circuit readers to support operation on CTCS0 ​​and CTCS2 train control system lines, and the onboard near-field communication equipment of NF-CBTC trains can support reading of existing transponders (active and passive transponders).

[0045] Trains compatible with the CTCS3 train control system can operate on NF-CBTC lines but do not support backup mode (communication standards are the same; if different, wireless communication equipment of the corresponding standard needs to be added). Adding near-field communication equipment (or modifying the onboard transponder equipment) will enable backup mode on NF-CBTC lines. Trains compatible with NF-CBTC can operate on CTCS3 level lines but do not support backup mode (communication standards are the same; if different, wireless communication equipment of the corresponding standard needs to be added). Adding a track circuit reader will enable operation in the CTCS3 train control system line degradation mode. The onboard near-field communication equipment of NF-CBTC trains can support reading existing transponders (active and passive transponders).

[0046] Railcars and shunting cars can be configured with near-field communication equipment to connect to the on-board train control equipment, thus supporting backup mode operation of NF-CBTC lines; railcars and shunting cars can be configured with passive near-field communication equipment to achieve vehicle position tracking and occupancy checks.

[0047] Therefore, the train operation control system, which integrates near-field communication and mid-to-far-field communication technologies, can support compatibility with different train control systems with little or no hardware modification, which is beneficial for cross-line operation of urban rail systems and the realization of four-network integration.

[0048] The NF-CBTC system can be considered to employ a heterogeneous communication redundancy architecture, which simplifies the existing train control architecture. Trackside equipment is simplified to only near-field and mid-to-far-field communication devices (no axle counting or track circuitry; it has built-in positioning capabilities and does not require backup positioning devices, eliminating the need for signal lights). It facilitates integrated design of interlocking and train control / ZC, and easily achieves fully electronic interlocking control. The NF-CBTC system can easily achieve distributed control through cloud, fog, and edge collaboration, using lightweight edge controllers directly deployed at each station, forming a two-tier "center-station" architecture, reducing the existing centralized station and non-centralized train control costs. Extensive cabling between stations reduces the risk of escalation. The NF-CBTC system supports autonomous train operation. It can interact with the object controller to obtain track resource usage information through mid-field or near-field communication, and interact with ground control equipment (ZC, interlocking, or trackside train management module) to obtain relevant train positions. It can also achieve vehicle-to-vehicle communication to obtain the positions of adjacent trains. Based on the destination, it can autonomously request trackside resources (turnouts, track sections, platform screen doors, etc.) from the object controller (OC), calculate its own movement authorization, and thus achieve autonomous operation.

[0049] The NF-CBTC system can achieve multiple redundancies for key functions of the train operation control system, such as train positioning, train position tracking and occupancy checks, and vehicle-to-ground communication. This is achieved through the integration of near-field communication uplink and downlink with mid- and far-field communication (uplink data from near-field communication is transmitted to the ground via vehicle-to-ground communication to achieve train position tracking, and downlink data from near-field communication is transmitted to the train via vehicle-to-ground communication to achieve train positioning), as seen in the aforementioned patent references. The system also improves the reliability of functions and the system through mutual redundancy of near-field communication equipment at the head and tail of the train, independence of near-field communication equipment transmission and reception channels, degradation and passive processing of onboard and ground near-field communication equipment, and redundancy at the equipment level or functional channel level.

[0050] The NF-CBTC system enables refined management of line resources. Through train positioning and tracking (tracking of the first and last trains and tracking of all non-first and last trains) provided by near-field communication equipment, it can improve train positioning accuracy and finer division of line resources by rationally deploying ground near-field communication equipment (including passive near-field one-way ground-to-train communication equipment). It can also be configured with other positioning devices, shorten train tracking intervals, reduce the length of block sections used in degraded modes, shorten train turnaround time, and improve the utilization efficiency of turnout resources.

[0051] The NF-CBTC system, through the functions provided by near-field communication and mid-to-far-field communication, can easily realize intelligent functions such as automatic train turnaround, remote hibernation and activation, door interlocking control, fully automatic train operation, and autonomous train operation.

[0052] The onboard control equipment can calculate the equivalent train length by calculating the time difference between the data exchanged between the near-field communication devices at the beginning and end of the train and combining this with the real-time train speed. This equivalent train length can be compared with the actual train length and a certain threshold can be reserved, thereby enabling train integrity checks. The ground control equipment can calculate the time difference between the data exchanged between the near-field communication devices at the beginning and end of the train and the ground near-field communication devices. This equivalent train length can be calculated by calculating the train speed converted from the data exchanged between the near-field communication devices at the beginning or end of the train and the ground near-field communication devices, or by obtaining the train speed through near-field communication. This equivalent train length can be compared with the actual train length and a certain threshold can be reserved, thereby enabling train integrity checks.

[0053] Near-field communication ground equipment is deployed between or around the tracks. It can communicate with ground control equipment via cable, wireless, or fiber optic. Considering environmental factors such as track vibration, it can be led out to the trackside via cable. If the distance to the ground control equipment is close, it can be directly connected by cable. If the distance is far, it can be converted to fiber optic for long-distance transmission or to wireless communication through a communication conversion device. Communication relays can be configured according to the transmission distance.

[0054] Vehicle-mounted or ground-based near-field communication equipment has self-testing or real-time monitoring functions; vehicle-mounted or ground-based near-field communication equipment can have data transmission channel and energy transmission channel monitoring or real-time monitoring functions; vehicle-mounted or ground-based near-field communication equipment can achieve self-testing of the receiving channel by simulating signal transmission and reception, and can perform self-testing periodically (staggered in time and location from the time of passing the corresponding near-field communication equipment), and can stop self-testing once the corresponding energy wave is detected in the receiving channel, thus entering the normal receiving channel; near-field communication equipment can report its own faults to the corresponding vehicle-mounted control equipment or ground control equipment, and the train and ground control equipment can exchange near-field communication equipment status, enabling timely detection and handling of faults in vehicle-mounted or ground-based near-field communication equipment.

[0055] Near-field communication ground equipment can serve as the boundary for block section demarcation. If signals are configured, their operation can be controlled by the near-field communication ground equipment alone or in conjunction with ground control equipment. When the train is in a moving block or automatic block system with movement authorization monitoring, the signals can be controlled to be inactive. When the train is in a system without movement authorization monitoring, such as visual train operation, the signals can be controlled to be active. In shunting scenarios, the near-field communication ground equipment can receive the signal positions and send message data containing the corresponding signal position information. Once the signal position changes, the message sent by the shunting protection transponder also changes accordingly.

[0056] When near-field communication (NFC) equipment is used for train positioning calibration, there may be a problem of losing train positioning corrections. This can be compensated for by the aforementioned redundancy methods or by fusing multiple positioning methods. When NFC equipment is used for train position tracking, there is a problem of losing train position (under mid- and long-field communication, train positioning has multiple redundancies; without mid- and long-field communication, the positioning of the first and last trains can be redundant). Sections where no train has been completely detected to have passed are not cleared, which does not affect the safety of subsequent trains. However, the occupation and position of the train within its own permitted operating range are unknown. Although this does not affect driving safety, it may require rescue operations when the train malfunctions and cannot run. When the train's position envelope is large, the position envelope of the faulty train can be set to extend from the most recently monitored position of the train to the end of the train's travel permit, ensuring the operational safety of rescue trains, etc. However, the use of manual control for rescue trains within the faulty train's position envelope affects the efficiency of rescue operations. At the same time, display devices such as dispatch consoles that display the train's position envelope should mark the train's position envelope, such as using a blue light strip to display the train's position envelope. The blue light strip changes as the train's position is determined and the travel permit changes. Near-field communication equipment can be configured on the first and last cars of the train, and near-field communication equipment can be configured on the other cars to provide train position tracking to the ground.

[0057] Event vision sensors are strategically placed along the track and its perimeter. These sensors can be used individually or integrated into near-field communication ground equipment, or configured as part of the equipment. They are used to detect passing trains at close range and accurately identify them based on their image features (using algorithms to eliminate environmental interference, detect lens contamination and activate automatic cleaning devices, identify malfunctions and issue warnings). They can trigger a scan of the train body, identifying codes such as QR codes or specific patterns (train number, etc.) or body features (first car, last car, vehicles and connections, etc.). After a train passes, the system can recognize the image and enter a ready-to-trigger state, enabling train position tracking, occupancy checks (including track occupancy identification), and integrity checks. They can serve as backup redundancy for near-field communication ground equipment, and can be used for track foreign object intrusion detection and track condition monitoring, as well as monitoring train speed and direction. Train position tracking can utilize grating fiber optic sensors with chaotic lasers as the sensing signal. Chaotic lasers possess wide-bandwidth, large-amplitude oscillations, facilitating the measurement of minute deformations and temperature changes, thus improving deformation monitoring accuracy and train position tracking reliability.

[0058] It has strong environmental adaptability and can adapt to environments such as high-altitude areas and mountainous areas, supporting the operation control of different track systems such as maglev, rubber-tired trains, and rack rail trains.

[0059] The methods used to implement near-field communication (NFC) devices can be applied to devices such as transponders and loopers.

[0060] As a form of public transportation, rail transit requires all trains to operate according to a plan. Individual trains do not have access to information about adjacent lines or large-scale or global information. Rail transit lines are not as flexible as road lines, making it difficult for trains to operate autonomously. This solution proposes a train control system that adopts a self-disciplined and decentralized control approach. It utilizes a central system for efficient global planning and operation, while individual trains make limited adjustments within a small range under the global planning framework, thereby achieving efficient operation of the train control system.

[0061] The beneficial effects of this invention are as follows: It proposes to construct a train operation control system by using near-field and far-field communication in a mutually cooperative and redundant manner, retaining the advantages of both communication methods, cooperating and redundant with each other, simplifying trackside equipment, realizing refined management of track resources and shortening train tracking intervals, realizing moving block control or virtual coupling and providing a backup mode for automatic block control, improving the multiple redundancy of key functions such as train positioning, train position tracking and vehicle-to-ground communication, facilitating the realization of intelligent control functions such as automatic driving, having strong environmental adaptability, supporting train operation control of different track systems, and realizing reliable, efficient and economical train operation control; at the same time, it adopts the concept of autonomous decentralized control, utilizing the central global efficient planning operation and the small-scale adjustment of individual trains to achieve efficient operation of the train control system.

[0062] The above embodiments are for illustrative purposes only and are not intended to limit the invention. Those skilled in the art can make various changes or modifications without departing from the spirit and scope of the invention. Therefore, all equivalent technical solutions should also fall within the protection scope of the invention, which should be defined by the claims.

Claims

1. A method, device, and system for near-field and far-field communication-coordinated, autonomous, and distributed train operation control, characterized in that: The train operation control system, which is built based on the collaborative operation of near-field and mid-far-field communication, takes advantage of the two communication technologies, cooperates with each other and has redundancy. The trackside equipment is simplified and standardized, with strong environmental adaptability, and supports the operation control of trains of different track systems. Mid-to-far field communication methods can provide real-time and continuous data transmission through two-way interactive data channels between vehicles and the ground, but data confidentiality is poor; Near-field communication (NFC) can establish data transmission channels between vehicle and ground and / or ground and vehicle, ensuring secure and confidential data transmission. It can be used for secure communication data in the mid-to-far field. NFC can fuse energy waves and signals for transmission, propagating signals while simultaneously propagating energy, or propagating only signals or energy. The transmitted energy can be used to provide power to passive or degraded NFC devices on the vehicle or ground, and the transmitted energy or signal can provide a working clock for these devices. NFC can provide functions including, but not limited to, train positioning, train location tracking, and occupancy checks. Modulation, demodulation, and encoding / decoding for mid-to-long-field communication should refer to existing methods; modulation, demodulation, and encoding / decoding for near-field communication can refer to existing transponder, loop, or other methods, or adopt communication coding methods, or other modulation and demodulation methods. The system can adopt multiple or more combinations of mid-to-long-field communication + near-field communication, or combinations of mid-to-long-field communication + redundant near-field communication, or multiple or more combinations of mid-to-long-field communication + redundant near-field communication. Mid-to-long-field communication and near-field communication can adopt redundancy at the head and tail of the train. Near-field communication equipment installed at the head and tail of the train can be used for train position tracking and occupancy checks. Near-field communication equipment can be configured on non-head and tail vehicles to provide train position tracking, vehicle information and status management to the ground.

2. The train operation control method, apparatus, and system based on near-field and far-field communication coordination according to claim 1, characterized in that: When the mid-to-long-field wireless communication is normal, this communication method is prioritized, enabling train moving block or virtual coupling operation. In this mode, near-field communication technology provides train identification, train positioning, train position tracking and occupancy checks, train direction identification, and ensures the confidentiality and security of mid-to-long-field communication data. When the mid-to-long-field wireless communication fails, near-field communication provides a data transmission channel between the train and the ground and / or between the ground and the train, transmitting train operation permits and route information, exchanging information and status, and simultaneously undertaking train positioning, train position tracking and occupancy checks, train-to-ground interactive control, and intelligent control functions, enabling automatic block control and... Automatic driving; the uplink and downlink channels of near-field communication can be independent. In the event of a failure in mid-to-far-field wireless communication, ground control equipment can still track train positions and check occupancy through the downlink channel of near-field communication, and obtain train operation permits and route information through the uplink channel of near-field communication to achieve automatic block operation. When the uplink channel of near-field communication fails, the train can run under the guidance of signal lights or dispatch instructions; the downlink channel of near-field communication can achieve redundancy at both ends of the train to ensure safe and efficient train operation; the downgrade from the train control mode based on far-field communication to the train control mode based on near-field communication can be smooth and seamless, improving operating efficiency and comfort.

3. The train operation control method, apparatus, and system based on near-field and far-field communication coordination according to claim 1, characterized in that: NF-CBTC is compatible with the existing CBTC architecture, meaning that trains adapted to NF-CBTC can operate on existing CBTC system lines; CBTC system trains can operate on NF-CBTC lines but do not support backup mode. Backup mode for NF-CBTC lines can be supported by adding near-field communication equipment or modifying the onboard transponder equipment. Trains compatible with CTCS0 ​​and CTCS2 train control systems can support backup mode operation on NF-CBTC lines by adding near-field communication equipment or modifying the onboard transponder equipment; trains compatible with NF-CBTC need to add track circuit readers to support operation on CTCS0 ​​and CTCS2 train control system lines, and the onboard near-field communication equipment of NF-CBTC trains can support reading of existing transponders; Trains compatible with the CTCS3 train control system can operate on NF-CBTC lines but do not support backup mode and require the same communication standard. If the communication standard is different, wireless communication equipment of the corresponding standard needs to be added. This can be achieved by adding near-field communication equipment or modifying the onboard transponder equipment to support the backup mode of NF-CBTC lines. Trains compatible with NF-CBTC can operate on CTCS3 level lines but do not support backup mode and require the same communication standard. If the communication standard is different, wireless communication equipment of the corresponding standard needs to be added. Adding a track circuit reader can support operation in the degraded mode of the CTCS3 train control system. The onboard near-field communication equipment of NF-CBTC trains can support the reading of existing transponders. Railcars and shunting cars can be configured with near-field communication equipment to connect to the on-board train control equipment, thus supporting backup mode operation of NF-CBTC lines; railcars and shunting cars can be configured with near-field communication transmitting equipment, including passive equipment, to achieve vehicle position tracking and occupancy checks. The train operation control system, which integrates near-field communication and mid-to-far-field communication technologies, is conducive to cross-line operation of urban rail transit systems and the realization of four-network integration.

4. The near-field and far-field communication cooperative, autonomous distributed train operation control method, device, and system according to claim 1, characterized in that: The NF-CBTC system can be considered to adopt a heterogeneous communication redundancy architecture, which makes it easy to realize the integrated design of interlocking and train control / ZC, and easy to realize fully electronic interlocking control. The NF-CBTC system can easily achieve distributed control through cloud, fog, and edge collaboration. It adopts lightweight edge controllers and deploys them directly at each station, forming a two-level "center-station" architecture. The NF-CBTC system can support autonomous train operation. It can interact with the object controller to obtain the line resource usage through mid-field or near-field communication, and interact with ground control equipment to obtain the relevant train positions. It can also achieve vehicle-to-vehicle communication through mid-field or near-field communication to obtain the positions of adjacent trains. Based on the destination, it can autonomously request trackside resources from the object controller, realize its own computation and movement authorization, and thus achieve autonomous operation. By utilizing the efficient global planning and operation of the central ATS or the local planning of the station ATS, trains can make limited adjustments within a small range under global and local planning, thus realizing a self-disciplined and decentralized train operation control system.

5. The train operation control method, apparatus, and system based on near-field and far-field communication coordination according to claim 1, characterized in that: The NF-CBTC system can achieve multiple redundancies for key functions of the train operation control system. These key functions include, but are not limited to, train positioning, train position tracking and occupancy checks, and vehicle-to-ground communication, which are achieved through the integration of near-field communication uplink and downlink with mid- and far-field communication. The reliability of functions and systems is improved by mutual redundancy of near-field communication equipment at the head and tail of the train, by independent transmission and reception channels of near-field communication equipment, by degradation and passive processing of on-board and ground near-field communication equipment, and by redundancy at the equipment level or functional channel level. The NF-CBTC system enables refined management of line resources. Train positioning and tracking provided by near-field communication equipment can be accurate to the vehicle level. The system can improve train positioning accuracy and refine the division of line resources through reasonable layout of ground near-field communication equipment. It can also be configured with other positioning devices, shorten train tracking intervals, reduce train turnaround time, and improve the utilization efficiency of turnout resources. The NF-CBTC system, through the functions provided by near-field communication and mid-to-far-field communication, can easily realize automatic train turnaround, remote hibernation and activation, door interlocking control, fully automatic train operation, autonomous train operation, and other intelligent functions.

6. Near-field communication technology is used in train operation control methods, devices, and systems, characterized in that: Near-field communication ground equipment is deployed between or near the tracks. It can communicate with ground control equipment via cable, wireless, or fiber optic. It can be led out to the trackside via cable. If the distance to the ground control equipment is close, it can be directly connected by cable. If the distance is far, it can be converted to fiber optic for long-distance transmission or to wireless for transmission through a communication conversion device. Communication relays can be configured according to the transmission distance. Vehicle-mounted or ground-based near-field communication equipment has self-testing or real-time monitoring functions; vehicle-mounted or ground-based near-field communication equipment can have data transmission channel and energy transmission channel monitoring or real-time monitoring functions; vehicle-mounted or ground-based near-field communication equipment can achieve self-testing of the receiving channel by simulating the transmission and reception of signals, can perform self-testing periodically, and can stop self-testing once the corresponding energy wave is detected in the receiving channel, thereby entering the normal receiving channel; Near-field communication equipment can report its own faults to the corresponding onboard or ground control equipment. The train and ground control equipment can exchange the status of the near-field communication equipment, enabling timely detection and handling of faults in onboard or ground near-field communication equipment.

7. A method, apparatus, and system for near-field communication to perform train integrity checks, characterized in that: The onboard control equipment can calculate the equivalent train length by calculating the time difference between the data exchanged between the near-field communication devices at the head and tail of the train and combining it with the real-time train speed. This can be compared with the actual train length to achieve train integrity checks. Ground control equipment can calculate the time difference between the data exchanged between the near-field communication devices at the beginning and end of the train and the ground near-field communication devices. It can then calculate the train speed by converting the data from the near-field communication devices at the beginning or end of the train through the ground near-field communication devices, or obtain the train speed through near-field communication. The equivalent train length can then be calculated and compared with the actual train length, thereby enabling train integrity checks.

8. The near-field communication technology according to claim 6 is used in a train operation control method, device, and system, characterized in that: Near-field communication ground equipment can serve as the boundary for block section demarcation. If signals are configured, their operation can be controlled by the near-field communication ground equipment alone or in conjunction with ground control equipment. When the train is under conditions of train operation with movement authorization monitoring, the signals can be controlled to be inactive; when the train is under conditions of train operation without movement authorization monitoring, the signals can be controlled to be active. In scenarios such as shunting, the near-field communication ground equipment can receive the signal positions and send message data containing the corresponding signal position information. Once the signal position changes, the message sent by the shunting protection transponder also changes accordingly.

9. The train operation control method, apparatus, and system based on near-field and far-field communication coordination according to claim 1, characterized in that: When near-field communication equipment is used for train positioning calibration, there may be a problem of losing train positioning correction, which can be compensated for by the aforementioned redundancy method or by fusing multiple positioning methods; When near-field communication equipment is used for train position tracking, there is a problem of losing the train position. If the section through which the train has not been completely detected is not occupied or cleared, it will not affect the operation safety of the following train. The ground control equipment cannot know the occupation and position of the train within its own permitted range of operation. The envelope of the faulty train position range can be set to extend from the most recently monitored position of the train to the end of the train's permitted range of operation to ensure operational safety. The dispatch console and other display devices that show the train's position should mark the train's position envelope, which can be displayed using a blue light strip. The blue light strip changes as the train's position is determined and the driving permission changes. Near-field communication equipment can be configured on the first and last cars of the train, and near-field communication equipment can be configured on the other cars to provide train position tracking to the ground.

10. The train operation control method, apparatus, and system based on near-field and far-field communication coordination according to claim 1, characterized in that: Event vision sensors are reasonably installed on and around the track. These sensors can be used individually or integrated into near-field communication ground equipment, or configured as part of the near-field communication ground equipment. They are used to sense trains passing at close range, accurately identify trains by their image features, and trigger scanning of the train body. They can identify codes, specific patterns, or features contained in the train body. After a train passes, the system can recognize the image and enter a ready-to-trigger state. This enables train position tracking, occupancy checks, and integrity checks. The system can also serve as a backup redundancy for near-field communication ground equipment, and can be used for track foreign object intrusion detection and track condition monitoring. It can also monitor train speed and direction. The event vision sensor uses algorithms to eliminate environmental interference, can identify lens contamination and activate an automatic cleaning device, and can identify its own malfunctions and output warning information. The methods by which near-field communication devices can achieve their functions can be applied to transponders and loop devices, among others.

Images