Train operation control system and method

Abstract

The present application relates to a kind of train operation control system and method, belong to train control technical field, including train management system, trackside equipment and on-board equipment;Wherein, train management system sends train operation path command based on pre-design plan;Trackside equipment is based on the train operation path command received and calculates the pre-permission of current train;With the tail of current train as the starting point of pre-permission, along the direction of the running path in train operation path command, search risk point in order with line area as unit, if search first risk point, then continue to search, if search second risk point, then stop searching, and second risk point is as the terminal point of pre-permission;On-board equipment is based on the pre-permission received and calculates the driving permission of current train, and based on driving permission control current train operation, can ensure the premise of safety maximization pre-permission coverage range, provide sufficient operating space for on-board equipment, effectively improve line utilization efficiency and the continuity of train operation.

Description

Technical Field

[0001] This invention relates to the field of train control technology, specifically to a train operation control system and method. Background Technology

[0002] With the rapid development of networked operation of rail transit, the density of train operation is constantly increasing, which puts forward higher requirements for the safety, efficiency and intelligence level of the operation control system. There is an urgent need for a train operation control solution that can adapt to the needs of high-density and high-speed operation.

[0003] Currently, in existing methods, the traditional CBTC system adopts a centralized control architecture. The Automatic Train Monitoring System (ATS) triggers routes according to the plan, the interlocking equipment manages the routes, and the Zone Controller (ZC) calculates movement authorization based on the routes and sends it to the onboard equipment for execution. The Autonomous Train Operation System (CBTC), on the other hand, uses a car-to-car communication architecture, where the onboard equipment autonomously calculates movement authorization.

[0004] Among the aforementioned existing technologies, traditional CBTC systems have multiple layers and complex interfaces. The lengthy vehicle-to-ground-vehicle communication process introduces delays, and trackside equipment is prone to becoming a performance bottleneck. Although the train autonomous operation system simplifies the structure, the onboard equipment needs to interact with various trackside resources, and the interface and functional designs are relatively complex. Summary of the Invention

[0005] To address the shortcomings of existing technologies, the present invention aims to provide a train operation control system and method that solves the technical problems of traditional CBTC systems, which employ a centralized control architecture, resulting in multiple system layers, complex interfaces, trackside equipment becoming a performance bottleneck, and complex interface and functional design for onboard equipment in autonomous train operation systems when processing routes and calculating movement authorizations.

[0006] This invention provides a train operation control system, comprising: The train management system is used to send train route commands based on a preset plan; The trackside equipment is communicatively connected to the train management system, and is used to receive the train running path command, calculate the safe range that the current train is allowed to travel based on the train running path command, and use the safe range as a pre-permission; The on-board equipment, which is communicatively connected to the trackside equipment, is used to receive the pre-permission, calculate the current train's operating permit based on the pre-permission, and control the current train to operate within the scope of the pre-permission based on the operating permit; The trackside equipment is also used to take the rear of the current train as the starting point of the pre-permission and search for risk points sequentially along the direction of the running path in the train running path command, in units of line area. If a train ahead is found along the operating path, the train ahead is designated as the first risk point, and the search continues. If other risk points besides the first risk point are found, then the other risk points are designated as the second risk points, the search is stopped, and the second risk point is designated as the endpoint of the pre-permission.

[0007] By using trackside equipment to search for risk points along the operating path area by area, starting from the rear of the train, and continuing the search with the train ahead as the first risk point, and stopping the search with other risk points as the second risk point and using them as the pre-permission endpoint, the trackside equipment can continue to explore fixed obstacles in a greater range when encountering the train ahead, thus providing the train with more complete path information. The onboard equipment can adjust the train permission in real time according to the dynamic position of the train ahead, which not only ensures the safety of tracking operation, but also avoids the reduction of line utilization due to the pre-permission range being too short because the train ahead blocks the view. By setting the pre-permission endpoint as the second risk point and the train operation permit endpoint as the first risk point, the functional division of labor is realized, which enables trackside equipment to handle static safety conditions and onboard equipment to handle dynamic tracking targets. This simplifies the vehicle-to-ground communication interface and the amount of interactive information, reduces system complexity and communication latency, and improves the response speed of train operation control and the line turnaround capability.

[0008] In some embodiments of the present invention, the trackside device is specifically used for: If there are pre-recognition notices for other trains in the aforementioned line area, and the direction of these pre-recognition notices is opposite to the direction of the stated operating path, Then determine the position of the rear of the current train, and set the second risk point based on the position of the rear of the current train.

[0009] By determining the current rear position of the train when there is a reverse pre-permission in the line area and setting a second risk point based on that position, targeted handling of reverse conflict scenarios is achieved. This enables trackside equipment to determine the safety boundary based on the actual position of the train as soon as a directional conflict is detected, avoiding the risk of collision with reverse trains. At the same time, it ensures the accuracy of the pre-permission endpoint setting, which not only guarantees train operation safety but also avoids unnecessary stops or excessive safety margins caused by reverse conflicts, thus optimizing the dynamic allocation of line resources.

[0010] In some embodiments of the present invention, the trackside device is specifically used for: If the rear of the current train is located in the area of ​​the line, then the rear of the current train is set as the second risk point. If the rear of the current train is not on the line area, then the endpoint on the line area closest to the current train is set as the second risk point.

[0011] By setting a second risk point as the tail of the train or the endpoint of the area based on whether the tail of the current train is located on a line area with reverse pre-permission, differentiated responses to different train positions in reverse conflict scenarios are achieved. This ensures that when the train has partially entered the conflict area, it is prohibited from continuing forward with the tail as the boundary, and when the train has not yet entered the conflict area, it is prevented from intruding with the area entrance as the boundary. This not only comprehensively covers various possible safety risk scenarios, but also ensures the accuracy and rationality of the pre-permission endpoint setting, effectively balancing the relationship between safety protection and operational efficiency.

[0012] In some embodiments of the present invention, the trackside device is further used for: If there are pre-approval for other trains in the line area, and the direction of the pre-approval for other trains is the same as the direction of the running path, then search for the train ahead along the direction of the running path; If a train ahead is found in the line area and the first risk point is not set in the pre-permission of the current train, then the end of the train ahead that is closest to the current train is set as the first risk point, and the search continues based on the running path until the second risk point is found. If a train is detected ahead on the line area and the first risk point is set in the pre-permission of the current train, then the end of the train closest to the current train is set as the second risk point.

[0013] By setting the preceding train as the first or second risk point based on whether a first risk point has been set when there is a pre-permission in the same direction in the line area, a hierarchical identification of risk points in multi-train scenarios is achieved. This enables the trackside equipment to accurately distinguish the first train ahead from other subsequent trains, treating the first train as a trackable target to continue searching, and treating subsequent trains as obstacles that must be stopped. This provides a longer pre-permission range for trains while ensuring a safe tracking distance, effectively improving line capacity and operating efficiency.

[0014] In some embodiments of the present invention, the trackside device is further used for: If no train is found ahead in the line area, and a preset operating safety condition is found in the line area, then the location of the preset operating safety condition is set as the second risk point. If no train is found ahead in the line area and no preset safety conditions are found in the line area, the location of the line area in the operating path is determined, and a second risk point is set based on the location of the line area in the operating path.

[0015] By setting a second risk point as the location of the safety condition based on the presence or absence of a pre-set operational safety condition when there is no train ahead in the track area, or by further judging based on the location of the track area, the accurate identification and handling of non-train-related risk points are achieved. This enables trackside equipment to fully cover the restrictions on train operation imposed by trackside safety conditions such as turnouts and signals, ensuring that all non-train risks can be included in the pre-permission calculation. At the same time, it provides a clear decision-making path for subsequent judgments in the absence of risk, ensuring the integrity and systematic nature of the pre-permission calculation.

[0016] In some embodiments of the present invention, the trackside device is further used for: If the route area is the last route area on the running path, then the end point of the running path is set as the second risk point; If the line area is not the last line area on the running path, then continue searching for the next line area along the running path.

[0017] By setting a second risk point as the end point of the path or continuing to search the next area based on whether the line area is the last one in the running path, the path boundary conditions are properly handled. This allows the trackside equipment to take the end point of the running path as the natural boundary of the pre-permission in the ideal situation where there are no risk points. At the same time, it continues to search forward until the real risk point is found when the termination conditions are not met. This ensures the integrity of the pre-permission range and avoids the problems of infinite search or premature termination, thus achieving the closed loop and rigor of the pre-permission calculation logic.

[0018] In some embodiments of the present invention, the vehicle-mounted device is further used for: Based on the pre-permission, the position of the current train's locomotive is set as the starting point of the driving permit, and the first risk point is set as the ending point of the driving permit, thus obtaining the current train's driving permit.

[0019] By setting the current train head position as the starting point of the train operation permit and the first risk point as the ending point based on the pre-permission of the onboard equipment, the accurate calculation of the train operation permit is achieved. This fully utilizes the non-train risk information already processed by the trackside equipment, allowing the onboard equipment to quickly generate the train operation permit by only focusing on its own position and the position of the preceding train. This significantly reduces the computational burden on the onboard equipment and the vehicle-to-ground communication requirements. At the same time, it ensures that the train operation permit always starts from the actual front end of the train and ends at the position of the preceding train, effectively guaranteeing the safety and real-time performance of tracking operations and improving the response speed and accuracy of train operation control.

[0020] In some embodiments of the present invention, the trackside device is further used for: During train operation, based on the current position of the rear of the train, the portion between the starting point of the pre-permission and the rear of the current train is deleted, and the pre-permission of the current train is updated.

[0021] By dynamically deleting the portion of the pre-permission from the original starting point to the current rear of the train based on the current rear position of the train during operation using trackside equipment, real-time updates and precise maintenance of pre-permissions are achieved. This allows the trackside equipment to promptly reclaim pre-permission permissions for areas already traversed based on the actual movement of the train, avoiding excessive redundancy in the pre-permission range that could lead to resource waste. At the same time, it ensures that the pre-permission always accurately reflects the area ahead where the train can currently travel, providing reliable control data for onboard equipment. This effectively improves the dynamic utilization rate and management accuracy of track resources, and ensures the order and efficiency of multi-train collaborative operation.

[0022] Some embodiments of the present invention further provide a train operation control method, comprising the following steps: Command sending steps: Based on the preset plan, the train operation path command is sent to the trackside equipment through the train management system; Pre-permission calculation steps: Based on the train operation path command, the safe range for the current train to travel is calculated using trackside equipment, and this safe range is used as the pre-permission. Specifically, the rear of the current train is used as the starting point of the pre-permission by the trackside equipment. Risk points are searched sequentially along the direction of the operation path in the train operation path command, on a line area basis. If a train ahead is found along the operation path direction, it is designated as the first risk point, and the search continues. If other risk points besides the first risk point are found, these other risk points are designated as the second risk points, and the search stops. The second risk point is then used as the end point of the pre-permission, thus obtaining the pre-permission for the current train. Train operation control steps: Based on the pre-permission, calculate the current train's operation permit through the onboard equipment, and control the current train to operate within the scope of the pre-permission based on the operation permit.

[0023] By decomposing the train operation control method into three steps—command sending, pre-permission calculation, and train operation control—and clarifying the functional division of different equipment in each step, the process of train-ground collaborative control is realized. This enables the train management system to be responsible for issuing path instructions, the trackside equipment to be responsible for pre-permission calculation, and the onboard equipment to be responsible for generating and executing train operation permits. Each has its own responsibilities and clear interfaces, which simplifies the complexity of interaction between systems and fully leverages the respective advantages of trackside equipment in handling fixed safety conditions and onboard equipment in handling dynamic tracking targets, thereby improving the overall system's operational efficiency and reliability.

[0024] In some embodiments of the present invention, the pre-licensing calculation step specifically includes: If there are pre-recognition notices for other trains in the aforementioned line area, and the direction of these pre-recognition notices is opposite to the direction of the stated operating path, Then determine the position of the rear of the current train, and set the second risk point based on the position of the rear of the current train.

[0025] By determining the current rear position of the train when a reverse pre-permission exists in the track area and setting a second risk point based on that position, precise handling of reverse conflict scenarios is achieved. This enables trackside equipment to dynamically determine the safety boundary based on the actual position of the train when a directional conflict occurs, avoiding the risk of collision with the reverse train. At the same time, it ensures the accuracy of the pre-permission endpoint setting, guaranteeing absolute safety while avoiding over-protection due to reverse conflicts, thus providing a safe and efficient basis for train control. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Figure 1 This is a schematic diagram of the structure of a train operation control system provided in an embodiment of the present invention; Figure 2 A flowchart of the operation of calculating pre-license for trackside equipment is provided in an embodiment of the present invention; Figure 3 A flowchart illustrating the operation of an on-board device calculating driving permits is provided in an embodiment of the present invention. Figure 4 This is a flowchart illustrating the operation of a train operation control method provided in an embodiment of the present invention. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of this application clearer, the application is described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application. All other embodiments obtained by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application. It should be noted that the terminology used herein is for the purpose of describing particular implementations only and is not intended to limit the exemplary implementations according to this application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. Furthermore, it should be understood that the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such process, method, product, or apparatus. Traditional CBTC systems employ a centralized control architecture. The Automatic Train Control (ATS) system triggers routes based on plans or manual commands. Routes are configured offline on a physical section basis, starting from fixed signals and not bound to the train. Interlocking equipment is responsible for processing routes, and the Zone Controller (ZC) calculates movement authorizations based on the routes processed by the interlocking equipment. Then, it sends the movement authorizations to the onboard equipment for execution. The system has multiple layers and complex interfaces, and trackside equipment can easily become a performance bottleneck, restricting the improvement of train operation efficiency. Its lengthy train-to-ground-train communication process also introduces latency, limiting further optimization of turnaround capability and headway.

[0028] The autonomous train operation system simplifies the system structure, shortens communication latency, and improves train operation efficiency and system flexibility through the vehicle-to-vehicle communication architecture and onboard autonomous computing mobility authorization. It solves the shortcomings of the CBTC system to some extent. However, it also has the disadvantages of needing to interact with various types of resources from other train trackside equipment such as OC when the onboard equipment handles route computing mobility authorization, and the interface and functional design are relatively complex.

[0029] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other. The technical solution of the present invention will be described in detail below with reference to specific embodiments and accompanying drawings.

[0030] As attached Figure 1 As shown, the present invention provides a train operation control system, comprising: The train management system is used to send train route commands based on a preset plan; The trackside equipment is connected to the train management system to receive train route commands, calculate the safe range that the train is allowed to travel based on the train route commands, and use the safe range as a pre-permission. Onboard equipment, which communicates with trackside equipment, is used to receive pre-permissions, calculate the current train's operating permit based on the pre-permissions, and control the current train to operate within the pre-permissioned range based on the operating permits. Among them, the trackside equipment is also used to use the rear of the current train as the starting point of the pre-permission, and to search for risk points sequentially along the direction of the running path in the train running path command, in units of line area. If a train ahead is found along the direction of the operating path, the train ahead is identified as the first risk point, and the search continues. If other risk points besides the first risk point are found, these other risk points will be designated as the second risk points, the search will stop, and the second risk point will be designated as the pre-permitted endpoint.

[0031] By using trackside equipment to search for risk points along the operating path area by area, starting from the rear of the train, and continuing the search with the train ahead as the first risk point, and stopping the search with other risk points as the second risk point and using them as the pre-permission endpoint, the trackside equipment can continue to explore fixed obstacles in a greater range when encountering the train ahead, thus providing the train with more complete path information. The onboard equipment can adjust the train permission in real time according to the dynamic position of the train ahead, which not only ensures the safety of tracking operation, but also avoids the reduction of line utilization due to the pre-permission range being too short because the train ahead blocks the view. By setting the pre-permission endpoint as the second risk point and the train operation permit endpoint as the first risk point, the functional division of labor is realized, which enables trackside equipment to handle static safety conditions and onboard equipment to handle dynamic tracking targets. This simplifies the vehicle-to-ground communication interface and the amount of interactive information, reduces system complexity and communication latency, and improves the response speed of train operation control and the line turnaround capability.

[0032] Furthermore, the train operation control system comprises three core components: the train management system, trackside equipment, and onboard equipment. These components are connected via communication to form a complete control network.

[0033] The train management system, as the upper-level control unit of the system, is responsible for sending train operation route commands based on a preset plan; The train management system integrates a scheduling algorithm module and a communication interface module. The scheduling algorithm module generates a train running path command containing the running path and timetable according to the pre-defined operation plan. The communication interface module encapsulates the train running path command data and sends it to the trackside equipment through a dedicated communication protocol. The running path refers to the train's travel path on the track, including the starting point, ending point, direction of travel, and route; the starting point is not fixed and can be any point on the line; the ending point is not fixed and can be any point on the line; the direction of travel indicates the direction in which the train is allowed to travel; and the route refers to the travel path on the track. It should be noted that the mutual exclusion relationship between train running paths is divided into two cases. First, when the current train's running path is in the same direction as the running path of the train ahead, the pre-permission for the running path can cross the running path of the train ahead in the same direction, and the part that can be crossed is the overlapping part of the two running paths. Second, when the current train's running path is in a different direction from the running path of the train ahead, the pre-permission for the running path cannot cross the running path of the train ahead in the opposite direction.

[0034] The train management system ensures the coordinated operation of the entire railway network by monitoring the real-time operation status of all trains along the line. The trackside equipment is connected to the train management system and, as a key device for ground control, possesses powerful data processing and computing capabilities. After receiving the train running path command from the train management system, the trackside equipment initiates the pre-permission calculation program. It should be noted that when calculating pre-permission, for the control of turnouts on the train running path, when the requirement for operational efficiency is not high, the turnouts can be treated as double-action; when the requirement for operational efficiency is relatively high, the turnouts can be treated as single-action. This treatment method can be flexibly configured according to the line configuration or according to the central station or specific turnouts.

[0035] The processor of the trackside equipment first parses the running path command, extracts the current train's location information, target path and running parameters, and then calculates the current train's pre-permission based on this information; The core function of trackside equipment is to search for risk points along the operating path area by area to determine the scope of pre-permission. Specifically, it takes the rear of the current train as the starting point of pre-permission and searches for risk points sequentially along the direction of the operating path in the operating path command, taking the line area as a unit. Trackside equipment can be configured in centralized stations or only one set of trackside equipment can be configured for the entire line. The track area refers to the region into which the track on the line is divided as needed. The track area is a logical region on the track. Track areas cannot overlap, and the track on the line is completely covered by the track area. The track area has the following characteristics: Direction, including forward, reverse and unknown, is the same as the direction of the current train's running path, indicating which direction the current train is allowed to enter the line area from; Pre-approval indicates which train(s) are permitted to use a line area. A line area can be pre-approved for multiple trains traveling in the same direction. Once a line area is pre-approved for a train in a certain direction, it cannot be pre-approved for a train traveling in the opposite direction. The range refers to the area on the track corresponding to the route area, which is usually recorded in electronic maps using mileage or linear coordinates.

[0036] It should be noted that in abnormal circumstances, the direction, pre-permission, and range of the line area can be reset by manual command; if the direction is reset to unknown, it means that no train has been pre-permitted.

[0037] During the search process, when the trackside equipment detects the first risk point, it records the location but continues searching forward, ensuring a comprehensive identification of potential hazards. When the second risk point is detected, the trackside equipment immediately stops the search and designates the second risk point as the pre-permission endpoint, thus completing the determination of the current pre-permission range for the train. This effectively improves the safety of train operation and avoids potential safety hazards that might result from a single risk assessment.

[0038] It should be noted that the pre-permission endpoint is not the absolute stopping point of the train in actual operation, but rather the farthest safe boundary for the train to travel, as determined by the trackside equipment based on the current track safety conditions. The final stopping point of the train in actual operation is dynamically determined by the onboard equipment based on various factors, including the following: When the pre-permitted destination is determined by the first risk point, the on-board equipment calculates the safe following distance based on the real-time position and speed of the train ahead. The actual stopping point is located behind the rear of the train ahead, rather than the pre-permitted destination itself. When the pre-permitted destination is determined by the second risk point, the onboard equipment reserves a safety margin before reaching the second risk point based on factors such as current speed and braking performance, ensuring that the train stops safely before the second risk point. When a train needs to perform turnaround operations, platform alignment, or other operational plans, the onboard equipment will prioritize the stopping point in the operational plan. As long as the stopping point is within the pre-permitted destination, the train can proceed normally without stopping at the pre-permitted destination.

[0039] Through the above mechanism, pre-permission can not only provide a safety guarantee boundary for trains, but also flexibly adapt to the actual parking needs in different scenarios such as tracking parking, obstacle parking, and operational parking.

[0040] When a train's route crosses a trackside equipment control zone, the route command for the train crossing the control zone is sent to two trackside equipment upstream and downstream for processing. The processing method is the same as for a single control zone. When only one trackside equipment is set up on a line, there is no issue of a route crossing a trackside equipment control zone.

[0041] The onboard equipment communicates with the trackside equipment and serves as the core control equipment on the train, directly responsible for the train's operation control; After receiving the pre-permission information from the trackside equipment, the onboard equipment combines the train's own operating status parameters, including current speed, acceleration, and braking performance, to calculate a more accurate driving permit. Based on calculated train operation permits, the onboard equipment uses traction and braking control systems to precisely control the current train operation, ensuring safe operation within the permitted range.

[0042] In some embodiments, such as Figure 2 As shown, the trackside equipment is specifically used for: If there are pre-recognition notices for other trains in the line area, and the direction of the pre-recognition notices for other trains is opposite to the direction of their operating path, Then determine the position of the rear of the current train and set a second risk point based on the position of the rear of the current train.

[0043] By determining the current rear position of the train when there is a reverse pre-permission in the line area and setting a second risk point based on that position, targeted handling of reverse conflict scenarios is achieved. This enables trackside equipment to determine the safety boundary based on the actual position of the train as soon as a directional conflict is detected, avoiding the risk of collision with reverse trains. At the same time, it ensures the accuracy of the pre-permission endpoint setting, which not only guarantees train operation safety but also avoids unnecessary stops or excessive safety margins caused by reverse conflicts, thus optimizing the dynamic allocation of line resources.

[0044] In some embodiments, the trackside equipment is further used for: If the rear of the current train is on the track area, then the rear of the current train is set as the second risk point. If the rear of the current train is not on the track area, then the endpoint on the track area closest to the current train is set as the second risk point.

[0045] By setting a second risk point as the tail of the train or the endpoint of the area based on whether the tail of the current train is located on a line area with reverse pre-permission, differentiated responses to different train positions in reverse conflict scenarios are achieved. This ensures that when the train has partially entered the conflict area, it is prohibited from continuing forward with the tail as the boundary, and when the train has not yet entered the conflict area, it is prevented from intruding with the area entrance as the boundary. This not only comprehensively covers various possible safety risk scenarios, but also ensures the accuracy and rationality of the pre-permission endpoint setting, effectively balancing the relationship between safety protection and operational efficiency.

[0046] Furthermore, when calculating the pre-permission, the system first determines the range of the current train's running path based on the position of the rear of the current train and the running path command; Set the area ahead of the current train's tail section as the current track area; When dealing with oncoming trains, the trackside equipment has a dedicated collision detection function. When it detects that there is a pre-clearance of another train in the current track area, and the pre-clearance direction of the other train is opposite to the current train's running path direction, the trackside equipment immediately activates the anti-collision protection mechanism. The system first determines the precise position of the rear of the current train, and then intelligently sets a second risk point based on the position of the rear of the train; If the rear of the current train is on the track area, the trackside equipment will directly set the rear position as the second risk point to prevent the train from continuing to move forward and causing a rear-end collision risk. If the rear of the current train is not on the track area, the trackside equipment will set the endpoint on the track area closest to the current train as the second risk point to ensure that a sufficient safety distance is maintained.

[0047] In some embodiments, the trackside equipment is further used for: If there are pre-recognitions for other trains in the line area, and the direction of the pre-recognitions for other trains is the same as the direction of the running path, then search for the train ahead along the direction of the running path. If a train ahead is found in the line area and the first risk point is not set in the pre-permission of the current train, then the end of the train ahead that is closest to the current train is set as the first risk point, and the search continues based on the running path until the second risk point is found. If a train is detected ahead on the line area, and the current train's pre-permission setting includes a first risk point, then the end of the train closest to the current train is set as the second risk point.

[0048] By setting the preceding train as the first or second risk point based on whether a first risk point has been set when there is a pre-permission in the same direction in the line area, a hierarchical identification of risk points in multi-train scenarios is achieved. This enables the trackside equipment to accurately distinguish the first train ahead from other subsequent trains, treating the first train as a trackable target to continue searching, and treating subsequent trains as obstacles that must be stopped. This provides a longer pre-permission range for trains while ensuring a safe tracking distance, effectively improving line capacity and operating efficiency.

[0049] Furthermore, for the management of trains running in the same direction, the trackside equipment adopts a forward train tracking algorithm. When there is a pre-permission for other trains in the line area, and the pre-permission direction of other trains is the same as the direction of the running path, the trackside equipment actively searches for the train ahead along the direction of the running path. When a train ahead is detected in the track area, the system will check whether the first risk point has been set in the pre-permission of the current train. If the first risk point has not been set, the trackside equipment will set the end of the train ahead that is closest to the current train as the first risk point and continue to search based on the running path until the second risk point is found, thus ensuring a safe following distance between trains. If the current train's pre-permission already has a first risk point set, the trackside equipment will directly set the end of the train ahead that is closest to the current train as the second risk point to avoid getting too close to the train ahead.

[0050] In some embodiments, the trackside equipment is further used for: If no train is found ahead in the search area, and a preset operating safety condition is found in the search area, then the location of the preset operating safety condition is set as the second risk point. If no train is found ahead in the search area and no preset safety conditions are found in the search area, the location of the line area in the operating path is determined, and a second risk point is set based on the location of the line area in the operating path.

[0051] By setting a second risk point as the location of the safety condition based on the presence or absence of a pre-set operational safety condition when there is no train ahead in the track area, or by further judging based on the location of the track area, the accurate identification and handling of non-train-related risk points are achieved. This enables trackside equipment to fully cover the restrictions on train operation imposed by trackside safety conditions such as turnouts and signals, ensuring that all non-train risks can be included in the pre-permission calculation. At the same time, it provides a clear decision-making path for subsequent judgments in the absence of risk, ensuring the integrity and systematic nature of the pre-permission calculation.

[0052] Furthermore, when the trackside equipment detects that there is no train ahead in the track area, the system will further check the preset operating safety conditions. If a preset safety condition is found in the track area, the trackside equipment will precisely set the location of the preset safety condition as the second risk point. Among them, the preset operational safety conditions include turnouts that are not locked to the expected position of the train's running path and line areas that are not allowed to be entered. When the preset operational safety conditions are not met, they are defined as risk points, which are specifically manifested as points on the line that trains are not allowed to cross.

[0053] If there is no train ahead and no preset safe operating conditions are found, the trackside equipment will determine the location attributes of the current line area in the entire operating path and set a second risk point based on the location relationship of the line area in the operating path.

[0054] In some embodiments, the trackside equipment is further used for: If the route area is the last route area on the operating path, then the end point of the operating path is set as the second risk point; If the line area is not the last line area on the running path, continue searching for the next line area along the running path.

[0055] By setting a second risk point as the end point of the path or continuing to search the next area based on whether the line area is the last one in the running path, the path boundary conditions are properly handled. This allows the trackside equipment to take the end point of the running path as the natural boundary of the pre-permission in the ideal situation where there are no risk points. At the same time, it continues to search forward until the real risk point is found when the termination conditions are not met. This ensures the integrity of the pre-permission range and avoids the problems of infinite search or premature termination, thus achieving the closed loop and rigor of the pre-permission calculation logic.

[0056] Furthermore, when the track area happens to be the last track area on the operating path, the trackside equipment will directly set the end point of the operating path as the second risk point, thus ensuring that the train can accurately stop at the target location. If the track area is not the last track area on the operating path, the trackside equipment will continue to search for the next track area along the operating path, repeating the risk point search algorithm until the entire pre-permitted area is determined.

[0057] Furthermore, after obtaining the pre-authorization for the current train, the pre-authorization is recorded. The pre-authorization for the current train has the following characteristics: Train ID, indicating the train to which the pre-authorization belongs; Direction, equivalent to the direction of the current train's running path; The starting point is usually the last car of the current train; The first risk point includes the train ID and the coordinates of the first risk point; Second risk point, coordinates of the second risk point.

[0058] In some embodiments, such as Figure 3 As shown, the vehicle-mounted equipment is also specifically used for: Based on the pre-approval, the position of the current train's locomotive is set as the starting point of the train operation permit, and the first risk point is set as the ending point of the train operation permit, thus obtaining the current train's train operation permit.

[0059] By setting the current train head position as the starting point of the train operation permit and the first risk point as the ending point based on the pre-permission of the onboard equipment, the accurate calculation of the train operation permit is achieved. This fully utilizes the non-train risk information already processed by the trackside equipment, allowing the onboard equipment to quickly generate the train operation permit by only focusing on its own position and the position of the preceding train. This significantly reduces the computational burden on the onboard equipment and the vehicle-to-ground communication requirements. At the same time, it ensures that the train operation permit always starts from the actual front end of the train and ends at the position of the preceding train, effectively guaranteeing the safety and real-time performance of tracking operations and improving the response speed and accuracy of train operation control.

[0060] Furthermore, after receiving the pre-permission from the trackside equipment, the onboard equipment calculates the train operation permission based on the pre-permission. Since the trackside equipment has already processed all safety conditions except for the train ahead when calculating the pre-permission, including the switch status, signal status, reverse pre-permission conflict, and other fixed obstacles, the onboard equipment does not need to consider these factors again when calculating the train operation permission. It only needs to focus on the current position of the train and the dynamic information of the train ahead.

[0061] Specifically, the onboard equipment sets the current position of the train's front as the starting point of the travel permit and determines the ending point of the travel permit based on the status of the train ahead. Under normal circumstances, the train ahead has clear position information, and the ending point of the travel permit is the rear of the train ahead. In cases where the position information of the train ahead is incomplete or there are abnormalities such as communication failures, the onboard equipment determines the ending point of the travel permit based on the position information of the train ahead stored in the first risk point recorded by the trackside equipment. When the system supports virtual train formation operation, if the current train and the train in front belong to the same virtual train formation, the end point of the train operation permit can be appropriately extended to accommodate the need for closer tracking within the train formation.

[0062] In some embodiments, the trackside equipment is further used for: During train operation, based on the current position of the rear of the train, the portion between the pre-permitted starting point and the rear of the current train is deleted, and the pre-permitted information for the current train is updated.

[0063] By dynamically deleting the portion of the pre-permission from the original starting point to the current rear of the train based on the current rear position of the train during operation using trackside equipment, real-time updates and precise maintenance of pre-permissions are achieved. This allows the trackside equipment to promptly reclaim pre-permission permissions for areas already traversed based on the actual movement of the train, avoiding excessive redundancy in the pre-permission range that could lead to resource waste. At the same time, it ensures that the pre-permission always accurately reflects the area ahead where the train can currently travel, providing reliable control data for onboard equipment. This effectively improves the dynamic utilization rate and management accuracy of track resources, and ensures the order and efficiency of multi-train collaborative operation.

[0064] Furthermore, during train operation, the trackside equipment continuously receives the real-time location information of the current train and dynamically updates the pre-permission based on the position of the rear of the current train. Specifically, as the train moves forward, the trackside equipment removes the portion of the original pre-permission from the pre-permission start point to the rear of the current train. This area has been occupied or passed by the train and no longer needs to be retained in the pre-permission. After the deletion operation is completed, the trackside equipment updates the pre-permission information to ensure that it always accurately reflects the drivable area extending forward from the rear of the current train. The updated pre-permission information is then sent to the onboard equipment for the calculation of the train permit for the next cycle, forming a closed-loop control.

[0065] like Figure 4 As shown in the figure, this embodiment of the invention also provides a train operation control method, including the following steps: Command sending step S1: Based on the preset plan, send the train running path command to the trackside equipment through the train management system; Pre-permission calculation step S2: Based on the train operation path command, calculate the pre-permission of the current train through the trackside equipment; wherein, the rear of the current train is used as the starting point of the pre-permission through the trackside equipment, and risk points are searched sequentially along the direction of the operation path in the train operation path command, with the line area as the unit. If the first risk point is found, the search continues. If the second risk point is found, the search stops, and the second risk point is used as the end point of the pre-permission to obtain the pre-permission of the current train. Train operation control step S3: Based on pre-permission, calculate the current train operation permission through on-board equipment, and control the current train operation based on the operation permission.

[0066] By decomposing the train operation control method into three steps—command sending, pre-permission calculation, and train operation control—and clarifying the functional division of different equipment in each step, the process of train-ground collaborative control is realized. This enables the train management system to be responsible for issuing path instructions, the trackside equipment to be responsible for pre-permission calculation, and the onboard equipment to be responsible for generating and executing train operation permits. Each has its own responsibilities and clear interfaces, which simplifies the complexity of interaction between systems and fully leverages the respective advantages of trackside equipment in handling fixed safety conditions and onboard equipment in handling dynamic tracking targets, thereby improving the overall system's operational efficiency and reliability.

[0067] In some embodiments, the pre-license calculation step S2 specifically includes: If there are pre-recognition notices for other trains in the line area, and the direction of the pre-recognition notices for other trains is opposite to the direction of their operating path, Then determine the position of the rear of the current train and set a second risk point based on the position of the rear of the current train.

[0068] By determining the current rear position of the train when a reverse pre-permission exists in the track area and setting a second risk point based on that position, precise handling of reverse conflict scenarios is achieved. This enables trackside equipment to dynamically determine the safety boundary based on the actual position of the train when a directional conflict occurs, avoiding the risk of collision with the reverse train. At the same time, it ensures the accuracy of the pre-permission endpoint setting, guaranteeing absolute safety while avoiding over-protection due to reverse conflicts, thus providing a safe and efficient basis for train control.

[0069] It should be noted that the above is a reference method for a train operation control system and method, and the present invention is not limited thereto.

[0070] The embodiments of the present invention, through a vehicle-ground cooperative division of labor mechanism, have a trackside controller that processes non-train safety conditions and calculates pre-permissions, and an onboard controller that calculates train operation permits and controls train operation based on the pre-permissions. This achieves the technical effects of simplified system architecture, reduced interface information, and reduced vehicle-ground communication burden. It solves the technical problems of existing CBTC systems, such as complex multi-level interfaces, high communication latency, trackside equipment becoming a performance bottleneck, and the need for onboard equipment in autonomous train operation systems to interact with various trackside resources and complex interface design.

[0071] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other. The above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of the present invention or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of the present invention, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in the present invention.

Claims

1. A train operation control system, characterized in that, include: The train management system is used to send train route commands based on a preset plan; The trackside equipment is communicatively connected to the train management system, and is used to receive the train running path command, calculate the safe range that the current train is allowed to travel based on the train running path command, and use the safe range as a pre-permission; The on-board equipment, which is communicatively connected to the trackside equipment, is used to receive the pre-permission, calculate the current train's operating permit based on the pre-permission, and control the current train to operate within the scope of the pre-permission based on the operating permit; The trackside equipment is also used to take the rear of the current train as the starting point of the pre-permission and search for risk points sequentially along the direction of the running path in the train running path command, in units of line area. If a train ahead is found along the operating path, the train ahead is designated as the first risk point, and the search continues. If other risk points besides the first risk point are found, then the other risk points are designated as the second risk points, the search is stopped, and the second risk point is designated as the endpoint of the pre-permission.

2. The train operation control system according to claim 1, characterized in that, The trackside equipment is specifically used for: If there are pre-recognition notices for other trains in the aforementioned line area, and the direction of these pre-recognition notices is opposite to the direction of the stated operating path, Then determine the position of the rear of the current train, and set the second risk point based on the position of the rear of the current train.

3. The train operation control system according to claim 2, characterized in that, The trackside equipment is specifically used for: If the rear of the current train is located in the area of ​​the line, then the rear of the current train is set as the second risk point. If the rear of the current train is not on the line area, then the endpoint on the line area closest to the current train is set as the second risk point.

4. The train operation control system according to claim 1, characterized in that, The trackside equipment is also specifically used for: If there are pre-approval for other trains in the line area, and the direction of the pre-approval for other trains is the same as the direction of the running path, then search for the train ahead along the direction of the running path; If a train ahead is found in the line area and the first risk point is not set in the pre-permission of the current train, then the end of the train ahead that is closest to the current train is set as the first risk point, and the search continues based on the running path until the second risk point is found. If a train is detected ahead on the line area and the first risk point is set in the pre-permission of the current train, then the end of the train closest to the current train is set as the second risk point.

5. The train operation control system according to claim 4, characterized in that, The trackside equipment is also specifically used for: If no train is found ahead in the line area, and a preset operating safety condition is found in the line area, then the location of the preset operating safety condition is set as the second risk point. If no train is found ahead in the line area and no preset safety conditions are found in the line area, the location of the line area in the operating path is determined, and a second risk point is set based on the location of the line area in the operating path.

6. The train operation control system according to claim 5, characterized in that, The trackside equipment is also specifically used for: If the route area is the last route area on the running path, then the end point of the running path is set as the second risk point; If the line area is not the last line area on the running path, then continue searching for the next line area along the running path.

7. The train operation control system according to claim 4, characterized in that, The vehicle-mounted equipment is also specifically used for: Based on the pre-permission, the position of the current train's locomotive is set as the starting point of the driving permit, and the first risk point is set as the ending point of the driving permit, thus obtaining the current train's driving permit.

8. The train operation control system according to claim 1, characterized in that, The trackside equipment is also specifically used for: During train operation, based on the current position of the rear of the train, the portion between the starting point of the pre-permission and the rear of the current train is deleted, and the pre-permission of the current train is updated.

9. A train operation control method, characterized in that, Includes the following steps: Command sending steps: Based on the preset plan, the train operation path command is sent to the trackside equipment through the train management system; Pre-permission calculation steps: Based on the train operation path command, the safe range for the current train to travel is calculated using trackside equipment, and this safe range is used as the pre-permission. Specifically, the rear of the current train is used as the starting point of the pre-permission by the trackside equipment. Risk points are searched sequentially along the direction of the operation path in the train operation path command, on a line area basis. If a train ahead is found along the operation path direction, it is designated as the first risk point, and the search continues. If other risk points besides the first risk point are found, these other risk points are designated as the second risk points, and the search stops. The second risk point is then used as the end point of the pre-permission, thus obtaining the pre-permission for the current train. Train operation control steps: Based on the pre-permission, calculate the current train's operation permit through the onboard equipment, and control the current train to operate within the scope of the pre-permission based on the operation permit.

10. The train operation control method according to claim 9, characterized in that, The pre-license calculation steps are as follows: If there are pre-recognition notices for other trains in the aforementioned line area, and the direction of these pre-recognition notices is opposite to the direction of the stated operating path, Then determine the position of the rear of the current train, and set the second risk point based on the position of the rear of the current train.

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