Backup system, and train control system and application method thereof

Abstract

Disclosed are a backup system, a train control system, and an application method thereof. The backup system includes: a trackside electronic unit, communicating with a train control center and interlocking integrated system (TIS) or a station computer interlocking device to acquire a signal status and switch position information; active balises, connected to the trackside electronic unit and onboard equipment, respectively, where the trackside electronic unit determines movement authority information and line data information sent according to the acquired signal status and switch position information; when a train passes positions where the active balises are located, the active balises send the acquired movement authority information and line data information to the onboard equipment; and when the onboard equipment in the train control system switches to an enhanced backup mode, a speed-distance control curve is calculated according to the movement authority information and the line data information acquired by the active balises, so as to monitor and protect train operation. The present disclosure is capable of allowing the train to enter a station at a higher speed when a train-ground wireless communication is interrupted and the train control system degrades to the backup mode.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of railway communication, and in particular to, a backup system, a train control system, and an application method thereof.BACKGROUND

[0002] At present, the industry is actively conducting research and exploration on the application and implementation of the next-generation new train control system.

[0003] The train-to-ground communication of the next-generation new train control system is based on wireless communication. With a reduction in the number of trackside devices, operation control modes such as virtual block, moving block and virtual coupling for trains can be realized according to different specific application schemes, thereby improving the train operation efficiency and line transport capacity.

[0004] When the train-ground wireless communication is interrupted, since the onboard equipment of the train control system cannot obtain information such as movement authority or line data from the ground, the onboard equipment will be unable to continue to fully monitor and protect the train operation. The safety protection of the train needs to be transferred to the driver or protected by the backup system, which poses potential safety hazards.

[0005] In certain next-generation new train control system schemes, after the onboard equipment detects an interruption in communication with the ground, the onboard equipment shall control the train to brake to stop. Only after the driver confirms that there is no train ahead and inputs a temporary speed restriction can the train be switched to the backup mode for operation.

[0006] In certain next-generation new train control system schemes, the onboard equipment cannot obtain information on station routes and signal opening status in the backup mode. The backup mode has a significant impact on the efficiency of trains entering stations to stop, departing from stations, or passing through stations.SUMMARY

[0007] An objective of the present disclosure is to provide a backup system, a train control system, and an application method thereof, which allow a train to enter a station at a higher speed when a train-ground wireless communication is interrupted and the train control system degrades to a backup mode, thereby improving the efficiency of trains receiving, departing from, or passing through stations in the backup mode, and better ensuring the safety of train operation.

[0008] To achieve the above objective, the present disclosure is implemented by the following technical solutions:

[0009] A backup system, applied to a train control system, including: a trackside electronic unit, communicating with a train control and interlocking integrated system (TIS) or a station computer interlocking device to acquire a signal status and switch position information; and active balises, connected to the trackside electronic unit and onboard equipment of the train control system, respectively, where the trackside electronic unit determines movement authority information and line data information sent according to the acquired signal status and switch position information; when a train passes positions where the active balises are located, the active balises send the acquired movement authority information and line data information to the onboard equipment in the train control system; and when the onboard equipment in the train control system switches to an enhanced backup mode, a speed-distance control curve is calculated according to the movement authority information and the line data information acquired by the active balises, so as to monitor and protect train operation.

[0010] Optionally, the trackside electronic unit is connected to an interlocking circuit in the train control system and obtains the signal status and the switch position information by means of collecting a relay status or an operating current.

[0011] Optionally, the trackside electronic unit is connected to an intelligent perception system in the train control system and configured to acquire the signal status and the switch position information by means of the intelligent perception system.

[0012] Optionally, the trackside electronic unit acquires and sends message information directly acquired from the TIS; when the train passes the positions where the active balises are located, the active balises send the message information acquired from the trackside electronic unit to the onboard equipment in the train control system; and when the onboard equipment in the train control system switches to the enhanced backup mode, the speed-distance control curve is calculated according to the message information acquired from the active balises, so as to monitor and protect train operation.

[0013] Optionally, the backup system further includes a wireless injection unit, connected to a first wireless gateway in the train control system; and when the train is within a coverage area of a wireless network, the wireless injection unit sends the information or the message information sent by the trackside electronic unit to the onboard equipment through a wireless network without being restricted by the position of the train.

[0014] Optionally, the backup system further includes loop line equipment, connected to the trackside electronic unit. The onboard equipment in the train control system is provided with a loop line information receiving and processing device. The loop line equipment is connected to the onboard equipment by means of the loop line information receiving and processing device. When the train passes a position where the loop line equipment is located, the loop line equipment sends the information or the message information acquired from the trackside electronic unit to the onboard equipment.

[0015] Optionally, the active balises and a balise group to which the active balises belong are disposed at a station distant signal, a home signal, a starting signal, a route signal, and a section passing signal.

[0016] Optionally, the section passing signal along a line where the active balises are to be disposed is determined according to a possibility that the train control system degrades to the enhanced backup mode and a target of a line traffic volume and a transport capacity. An interval distance D between two adjacent active balises satisfies the following condition: a maximum value of the interval distance D is estimated by employing the following formula: (M*(1-P)+D*P)≤L, where M represents a minimum achievable section tracking interval distance of the entire train control system in a full mode; L represents a section target tracking interval distance, and P represents the probability that the train control system degrades to the enhanced backup mode. A minimum value of the interval distance D is not less than a distance between the two adjacent section passing signals.

[0017] Optionally, the active balises and the balise group to which the active balises belong are disposed outside sections protected by a corresponding signal thereof, a distance from the signal is L1, and a distance from P3 to the signal is L2; P1 is a position of the balise group, P2 is a position of the signal, and P3 is a position of a danger point or an end of the protected section; and L1 and L2 satisfy the following conditions simultaneously: when a combination of an initial protection point and a protection end point is (P1,P2), it is ensured that L1 is greater than or equal to a distance required for braking to stop at a minimum release speed + a safety margin distance; when a combination of the initial protection point and the protection end point is (P1,P3), it is ensured that L1+L2 is greater than or equal to the distance required for braking to stop at the minimum release speed + the safety margin distance; and when a combination of the initial protection point and the protection end point is (P2,P3), it is ensured that L2 is greater than or equal to the distance required for braking to stop at the minimum release speed + the safety margin distance; and in this case, L1 is not greater than the safety margin distance.

[0018] Optionally, ranges of values of L1 and L2 and values of the release speed are calculated in the following process: Step S211: determining braking parameters and a braking distance of the train with the worst braking performance running on the line; Step S212: determining a minimum acceptable speed of the train when a driver drives the train manually, where if the speed is lower than the minimum acceptable speed, the driver encounters operational difficulties in manually operating the train and is unable to ensure that the train does not exceed the speed, and the speed is called the minimum release speed; and setting a value of the release speed as the minimum release speed; Step S213: determining a distance required for the train to brake to stop at the release speed according to Steps S211-S212; Step 214: determining the safety margin distance according to the parameters of the train and a speed measurement and positioning accuracy of the train control system; and to ensure that the train does not cross an end point of the movement authority, reserving a section of distance before the end point of the movement authority; Step S215: determining the initial protection point and the protection end point when the train passes the balise group but does not receive an updated movement authority according to signal interlocking rules or relevant safety protection regulations employed by the line or the station, wherein the combinations of the initial protection point and the protection end point are (P1,P2), (P1,P3), and (P2,P3); Step S216: ensuring that L1 is greater than or equal to the distance required for braking to stop at the minimum release speed + the safety margin distance when the combination of the initial protection point and the protection end point is (P1,P2); Step S217: ensuring that L1+L2 is greater than or equal to the distance required for braking to stop at the minimum release speed + the safety margin distance when the combination of the initial protection point and the protection end point is (P1,P3); Step S218: ensuring that L2 is greater than or equal to the distance required for braking to stop at the minimum release speed + the safety margin distance when the combination of the initial protection point and the protection end point is (P2,P3), where in this case, L1 is not greater than the safety margin distance; and Step S219: if the values of L1 and L2 are relatively large in an actual line design and satisfy requirements of Steps S216 to S218 sufficiently, based on the value of the minimum release speed, increasing the value of the release speed, and repeating the Steps S213-S219 until the ranges of the values of L1 and L2 and the value of the release speed are obtained.

[0019] In another aspect, the present disclosure further provides a train control system, including the backup system described above, a radio block center (RBC), connected to the TIS or the station computer interlocking device; a second wireless gateway, wherein the RBC is connected to a wireless communication network via the second wireless gateway, the wireless communication network is connected to a wireless communication unit and antenna , and the wireless communication network is connected to the onboard equipment via the wireless communication unit and antenna; and a signal and a switch, where an interlocking circuit is connected to the signal and the switch, respectively.

[0020] Optionally, the interlocking circuit includes a relay circuit or an object controller.

[0021] In another aspect, this embodiment further provides an application method of the train control system described above, where the onboard equipment of the train control system has the following operating modes: a full supervision mode, an on sight mode, a first backup mode, and a second backup mode, where the first backup mode includes: the enhanced backup mode replaces the original backup mode, and the onboard equipment only enters the enhanced backup mode; the second backup mode includes: the original backup mode and the enhanced backup mode coexist; the onboard equipment determines the selected backup mode by means of configuration or by receiving wireless messages or message information from ground equipment; the onboard equipment receives information sent by the backup system in all operating modes, but monitors and protects the train only in the original backup mode or the enhanced backup mode according to the information sent by the backup system; in the original backup mode or the enhanced backup mode, if the onboard equipment receives the movement authority information and the line data information given by the RBC, the onboard equipment exits the original backup mode or the enhanced backup mode and enters the full supervision mode; the information sent by the backup system is lost, the onboard equipment lacks a condition for monitoring and protecting the train according to the information sent by the backup system, and when the onboard equipment also does not have a condition to enter the full supervision mode, the onboard equipment enters the original backup mode or the on sight mode; and upon receiving the information sent by the backup system again, the onboard equipment switches to the enhanced backup mode.

[0022] Optionally, when a communication between the onboard equipment and the RBC is interrupted, and during the process of braking to stop and switching to the original backup mode as required, if the onboard equipment receives the movement authority information sent by the backup system, the onboard equipment monitors and protects the train according to the authority information, allowing the train to continue running without stopping.

[0023] Optionally, a process of protecting a level crossing includes: Step S1: in the enhanced fallback mode, enabling the train to run forward with a level crossing obstruction signal as a stopping point, where if the onboard equipment acquires the movement authority information via a wireless network, the onboard equipment controls train operation according to the movement authority information given by the RBC; Step S2: when the train passes through a level crossing closure activation point and is detected to approach the level crossing, notifying manual closure of the level crossing or automatically controlling the level crossing to close, where if the onboard equipment acquires the movement authority information from the RBC via the wireless network, the onboard equipment controls train operation according to the movement authority information given by the RBC; Step S3: disposing a group of active balises in the backup system at a preset distance from the activation point, where if the level crossing is normally closed, the group of active balises gives new movement authority information, and the train accelerates to pass through the level crossing; and if the level crossing is not normally closed, the group of active balises still give the movement authority information of a level crossing obstruction signal, and the train stops at the level crossing obstruction signal, where if the onboard equipment acquires the movement authority information from the RBC via the wireless network, the onboard equipment controls train operation according to the movement authority information given by the RBC; and Step S4: after the train stops, giving, by the onboard equipment, a release speed, where after the obstruction signal is opened, the train approaches the active balises at the level crossing obstruction signal at a speed limited by the release speed, and the active balises give new movement authority information, and the train accelerates to pass through the level crossing, where if the onboard equipment acquires the movement authority information from the RBC via the wireless network, the onboard equipment controls train operation according to the movement authority information given by the RBC.

[0024] Compared with the prior art, the present disclosure at least has the following technical effects: The present disclosure can allow the train to enter the station at a higher speed when the train-ground wireless communication is interrupted and the train control system degrades to the backup mode, thereby improving the efficiency of trains receiving, departing from, or passing through stations in the backup mode, and better ensuring the safety of train operation.

[0025] In the enhanced backup mode, the onboard equipment may obtain a ground route status, such that the train enters and departs from the station at a higher speed or passes through the station, thereby improving the efficiency of the train control system in station operation.

[0026] In certain next-generation new train control system schemes, in the backup mode, the train station approach operation is performed subject to a permanent speed restriction , and the driver is responsible for controlling and protecting the train during in-station operations, which poses potential safety hazards. With the addition of the enhanced backup system, the onboard equipment may realize safety protection of the train station approach operation, thereby improving the safety.

[0027] A method for evaluating and calculating balise equipment disposed at section passing signals at intervals is proposed.

[0028] A balise position range estimation method and a release speed calculation method applicable to the signal interlocking and safety protection regulations of different countries and regions are provided. The arrangement of section balises may be designed according to the line capacity target, thereby avoiding waste. The present disclosure is applicable to the signal interlocking and safety protection regulations of different countries and regions, thereby enhancing the safety. Thus, in the backup mode, the safety protection of the level crossing is also realized.BRIEF DESCRIPTION OF THE DRAWINGS

[0029] FIG. 1 is a main structural block diagram of a backup system provided in an embodiment of the present disclosure. FIG. 2 is a schematic diagram of installation positions and related distances of active balises provided in an embodiment of the present disclosure. FIG. 3 is a schematic diagram of an operation scenario where a train passes through a station provided in an embodiment of the present disclosure. FIG. 4 is a protective schematic diagram of a level crossing in a backup mode of a train provided in an embodiment of the present disclosure. DETAIL DESCRIPTION OF THE EMBODIMENTS

[0030] A backup system, a train control system, and an application thereof provided by the present disclosure will be further described in detail below in conjunction with drawings and specific embodiments. The advantages and features of the present disclosure will become clearer from the following description. It should be noted that the drawings are in a very simplified form and all use imprecise scales, which are only used to facilitate and clearly assist the purpose of illustrating the embodiments of the present disclosure. In order to make the objects, features and advantages of the present disclosure more comprehensible, please refer to the accompanying drawings. It should be noted that the structures, proportions, sizes, etc. shown in the drawings attached to this specification are only used to match the content disclosed in the specification, for those who are familiar with this technology to understand and read, and are not used to limit the limiting condition of implementation of the present disclosure, so it has no technical substantive meaning, and any modification of structure, change of proportional relationship or adjustment of size shall still fall within the scope covered by the disclosed technical content of the present disclosure without affecting the effect and purpose of the present disclosure.

[0031] As shown in FIG. 1, the backup system provided in this embodiment may also be referred to as an enhanced backup system, applied to a train control system (a next-generation train control system), including: a trackside electronic unit 110, communicating with a train control and interlocking integrated system (TIS) or a station computer interlocking device 112 of the train control system to acquire a signal status and switch position information; or information such as a route status (optional) and a balise message (optional); and active balises 108, connected to the trackside electronic unit 110 and onboard equipment 102 of the train control system, respectively. Specifically, the active balises 108 are connected to a balise receiving unit and antenna 104 of the onboard equipment 102.

[0032] The trackside electronic unit 110 determines movement authority information and line data information sent according to the acquired signal status and switch position information.

[0033] When a train passes positions where the active balises 108 are located, the active balises 108 send the acquired movement authority information and line data information to the onboard equipment 102 in the train control system.

[0034] When the onboard equipment 102 in the train control system switches to an enhanced backup mode, a speed-distance control curve is calculated according to the movement authority information and the line data information acquired by the active balises 108, so as to monitor and protect train operation.

[0035] This embodiment can allow the train to enter the station at a higher speed when the train-ground wireless communication is interrupted and the train control system degrades to the backup mode, thereby improving the efficiency of trains receiving, departing from or passing through stations in the backup mode, and better ensuring the safety of train operation.

[0036] Continuously referring to FIG. 1, in this embodiment or other embodiments, the trackside electronic unit 110 is connected to an interlocking circuit 113 in the train control system and obtains the signal status and the switch position information by means of collecting a relay status or an operating current.

[0037] Continuously referring to FIG. 1, in this embodiment or other embodiments, the trackside electronic unit 110 is connected to an intelligent perception system in the train control system and configured to acquire the signal status and the switch position information by means of the intelligent perception system. In this embodiment, the intelligent perception system is a camera or radar.

[0038] The intelligent perception system is not a component of the conventional train control system. However, in recent years, in some intelligent perception systems, means such as cameras and radar are employed to realize train or trackside computer vision applications. The train control system may also use the intelligent perception system as a detection means to achieve safety protection. The trackside electronic unit here is connected to such perception systems or devices (meaning that the trackside electronic unit can provide reliable signal status or switch position information), rather than merely referring to the realization of line connection via cameras or radar.

[0039] Continuously referring to FIG. 1, in this embodiment or other embodiments, the trackside electronic unit 110 acquires and sends message information directly acquired from the TIS.

[0040] When the train passes the positions where the active balises 108 are located, the active balises 108 send the message information acquired from the trackside electronic unit 110 to the onboard equipment 102 in the train control system.

[0041] When the onboard equipment 102 in the train control system switches to the enhanced backup mode, the speed-distance control curve is calculated according to the message information acquired from the active balises 108, so as to monitor and protect train operation.

[0042] Continuously referring to FIG. 1, in this embodiment or other embodiments, the backup system further includes a wireless injection unit 109, connected to a first wireless gateway 118 in the train control system; and when the train is within a coverage area of a wireless network, the wireless injection unit 109 sends the information or the message information sent by the trackside electronic unit 110 to the onboard equipment 102 through a wireless communication network 120 without being restricted by the position of the train.

[0043] Continuously referring to FIG. 1, in this embodiment or other embodiments, the backup system further includes loop line equipment 107, connected to the trackside electronic unit 110, where the onboard equipment 102 in the train control system is provided with a loop line information receiving and processing device (loop line receiving unit and antenna) 103.

[0044] The loop line equipment 107 is connected to the onboard equipment by means of the loop line information receiving and processing device 103; and when the train passes a position where the loop line equipment 107 is located, the loop line equipment 107 sends the information or the message information acquired from the trackside electronic unit 110 to the onboard equipment.

[0045] Continuously referring to FIG. 1, in this embodiment or other embodiments, the present disclosure further provides a train control system, including the backup system described above, a radio block center (RBC) 111, connected to the TIS or the station computer interlocking device 112; a second wireless gateway 119, where the RBC 111 is connected to a wireless communication network 120 via the second wireless gateway 119; the wireless communication network 120 is connected to a wireless communication unit and antenna 101; and the wireless communication unit and antenna 101, where the wireless communication network 120 is connected to the onboard equipment 102 via the wireless communication unit and antenna 101; and a signal 114 and a switch 115, where the interlocking circuit is connected to the signal 114 and the switch 115, respectively. The interlocking circuit 113 includes a relay circuit and an object controller.

[0046] In this embodiment, since it does not involve the design of a specific next-generation new train control system and such design may vary, some systems or devices in the next-generation new train control system are not shown in the figure.

[0047] As shown in FIG. 1 and FIG. 2, the active balises and a balise group to which the active balises belong are disposed at a station distant signal, a home signal, a starting signal, a route signal, and a section passing signal.

[0048] The section passing signal along a line where the active balises 108 are to be disposed is determined according to a possibility that the train control system degrades to the enhanced backup mode and a target of a line traffic volume and a transport capacity; an interval distance D between two adjacent active balises satisfies the following condition: a maximum value of the interval distance D is estimated by employing the following formula: (M*(1-P)+D*P)≤L, where M represents a minimum achievable section tracking interval distance of the entire train control system in the full supervision mode; L represents a section target tracking interval distance, and P represents the probability that the train control system is degraded to the enhanced backup mode; and a minimum value of the interval distance D is not less than a distance between the two adjacent section passing signals.

[0049] The specific setting principle includes the following processes: For the section passing signals, the active balise 108 may be disposed at each section passing signal, and the active balises may also be disposed at intervals. With the maximum interval, all the section passing signals are not provided with the active balises 108.

[0050] Optionally, whether the active balises are disposed at section passing signals and the number of through signals between which the active balises are disposed may be determined according to the possibility of the system degrading to the backup mode and the target of the line traffic volume and the transport capacity. The determination process and method include: Step S201, the target of the line transport capacity is determined according to user requirements, a target section tracking interval time is determined in combination with the design of the line and the yard of stations along the line, and a section target tracking interval distance is calculated in combination with train parameters and designed operational speed of the line, denoted as L. Step S202, in combination with the design of the line and the yard of stations along the line, based on the train parameters, the achievable minimum section tracking interval distance of the entire system in the full mode is calculated, denoted as M. Step S203, the probability that the system degrades to the enhanced backup mode is calculated according to communication quality parameters (communication delays, packet loss rates, and the like) of the given wireless communication system and indicators such as reliability, availability, and maintainability of main devices (RBC, onboard equipment, and the like) of the train control system, recorded as P.

[0051] The actual calculation process of L, M, and P shall be combined with the actual train data and the line data and results may also be obtained from a computer simulation process.

[0052] Step S204, the interval distance D between the section passing signals provided with the active balises shall satisfy (M*(1-P)+D*P)≤L, and the maximum value of D is estimated. The minimum value of D is not less than the distance between the two adjacent section passing signals.

[0053] Step S205, if the same-direction protective signal adjacent to a section passing signal is a home signal or a starting signal, the interval distance between the balise at the section passing signal and the balise at the adjacent same-direction protective signal shall also comply with the range requirements specified in Step S204.

[0054] Continuously referring to FIG. 2, in this embodiment or other embodiments, the active balises and the balise group to which the active balises belong are disposed outside sections protected by a corresponding signal thereof, a distance from the signal is L1, and a distance from P3 to the signal is L2; P1 is a position of the balise group, P2 is a position of the signal, and P3 is a position of a danger point or an end point of the protected section. L1 and L2 satisfy the following conditions simultaneously: when a combination of an initial protection point and a protection end point is (P1,P2), it is ensured that L1 is greater than or equal to a distance required for braking to stop at a minimum release speed + a safety margin distance. When a combination of the initial protection point and the protection end point is (P1,P3), it is ensured that L1+L2 is greater than or equal to the distance required for braking to stop at the minimum release speed + the safety margin distance. When a combination of the initial protection point and the protection end point is (P2,P3), it is ensured that L2 is greater than or equal to the distance required for braking to stop at the minimum release speed + the safety margin distance; and in this case, L1 is not greater than the safety margin distance.

[0055] A specific process of determining the interval distance D at which the active balises are disposed at the section passing signals is as follows: as shown in FIG. 2, P1 is the position of the balise group, P2 is the position of the signal, and P3 is a position of a danger point (a position of a switch point or fouling post) or an end of the protected section, and L1 in FIG. 2 is the distance between the active balises and the balise group to which the active balises belong and the corresponding signals.

[0056] Step S211: braking parameters and a braking distance of the train with the worst braking performance running on the line are determined.

[0057] Step S212: a minimum acceptable speed of the train is determined when a driver drives the train manually, where if the speed is lower than the minimum acceptable speed, the driver encounters operational difficulties in manually operating the train and is unable to ensure that the train does not exceed the speed, and the speed is called the minimum release speed; and setting a value of the release speed as the minimum release speed.

[0058] Step S213: a distance required for the train to brake to stop at the release speed is determined according to the above two steps.

[0059] Step S214: the safety margin distance is determined according to the parameters of the train and a speed measurement and positioning accuracy of the train control system; and to ensure that the train does not cross an end point of the movement authority, a section of distance is reserved before the end point of the movement authority.

[0060] Step S215: the initial protection point and the protection end point when the train passes the balise group but does not receive an updated movement authority are determined according to signal interlocking rules or relevant safety protection regulations employed by the line or the station. The combinations of the initial protection point and the protection end point are (P1,P2), (P1,P3), and (P2,P3).

[0061] Step S216: it is ensured that L1 is greater than or equal to the distance required for braking to stop at the minimum release speed + the safety margin distance when the combination of the initial protection point and the protection end point is (P1,P2).

[0062] Step S217: it is ensured that L1+L2 is greater than or equal to the distance required for braking to stop at the minimum release speed + the safety margin distance when the combination of the initial protection point and the protection end point is (P1,P3).

[0063] Step S218: it is ensured that L2 is greater than or equal to the distance required for braking to stop at the minimum release speed + the safety margin distance when the combination of the initial protection point and the protection end point is (P2,P3), where in this case, L1 is not greater than the safety margin distance.

[0064] Step S219: if the values of L1 and L2 are relatively large in an actual line design and satisfy requirements of Steps S216, Step S217, and Step S218 sufficiently, based on the value of the minimum release speed, the value of the release speed is increased, and the Steps S213-S219 are repeated until the ranges of the values of L1 and L2 and the value of the release speed are obtained.

[0065] Calculation may be performed in the above processes during signal design and system design or may be performed by the onboard equipment in the driving process after the trackside device sends the parameters involved in the above processes to the onboard equipment. The calculation process of the onboard equipment is a process where the values of L1 and L2 or the positions of P1, P2, and P3 are obtained by the onboard equipment according to information sent by the ground equipment, and the allowed release speed is calculated according to the signal interlocking rules or relevant safety protection regulations employed by the line or the station.

[0066] An active balise or a group of balises may be disposed at a certain distance (L3 in FIG. 2) from the P1 balise for sending information of the P1 balise group to the train in advance. L3 shall satisfy the requirement that L3 is greater than or equal to the braking distance of a train with the worst braking performance at the line speed; however, it may be less than such a distance under difficult conditions.

[0067] For determining the release speed, if L1 and L2 have large margin, the release speed restriction may be increased, thereby reducing the driving difficulty of the driver.

[0068] If L1 and L2 are longer during actual line design to sufficiently satisfy the requirements of Steps 216, 217 and 218, based on the minimum release speed value, the release speed value may be appropriately increased. The above process is repeated from Step 213 until the ranges of the values of L1 and L2 and the release speed value are found.

[0069] The onboard equipment shall receive the information sent by the backup system in all operating modes, but monitor and protect the train according to the information only in the backup mode or the enhanced backup mode.

[0070] This embodiment further provides an application method of the train control system according to claims, including: the onboard equipment of the train control system has the following operating modes: a full supervision mode, an on sight mode, a first backup mode, and a second backup mode, where the first backup mode includes: the enhanced backup mode replaces the original backup mode, and the onboard equipment only enters the enhanced backup mode; the second backup mode includes : the original backup mode and the enhanced backup mode coexist.

[0071] The onboard equipment determines the selected backup mode by means of configuration or by receiving wireless messages or message information from ground equipment.

[0072] That is, after the enhanced backup system is added to the train control system, the onboard operating mode, based on the existing operating mode of the train control system, has two schemes: the existing backup mode is replaced with the enhanced backup mode or the existing backup system and backup mode is reserved, and an enhanced backup operating mode is added. The onboard equipment determines which scheme to adopt by means of configuration, or determines the scheme to be adopted at the design stage. Or the ground equipment informs the onboard equipment of the scheme to be adopted by means of wireless messages or message information.

[0073] The onboard equipment receives information sent by the backup system in all operating modes, but monitors and protects the train only in the original backup mode or the enhanced backup mode according to the information sent by the backup system.

[0074] In the original backup mode or the enhanced backup mode, if the onboard equipment receives the movement authority information and the line data information given by the RBC, the onboard equipment exits the original backup mode or the enhanced backup mode and enters the full supervision mode.

[0075] The information sent by the backup system is lost, the onboard equipment lacks a condition for monitoring and protecting the train according to the information sent by the backup system, and when the onboard equipment also does not have a condition to enter the full supervision mode, the onboard equipment enters the original backup mode or the on sight mode.

[0076] Upon receiving the information sent by the backup system again, the onboard equipment switches to the enhanced backup mode.

[0077] In the backup mode (existing backup mode), the train station approach operation is performed subject to a permanent speed restriction , and the driver is responsible for controlling and protecting the train during in-station operations, which poses potential safety hazards. In the enhanced backup mode in this embodiment, the onboard equipment may obtain the ground route status (the movement authority information and the line data information), such that the train enters and departs from the station at a higher speed or passes through the station, thereby improving the efficiency of the train control system in station operation. That is, after the enhanced backup system is added in this embodiment, the onboard equipment may achieve safety protection of the station operation, thereby improving the safety.

[0078] In the full supervision mode, the train control system controls the train completely according to the movement authority information and the line data information given by the RBC, but also highly relies on wireless communication (wireless communication is generally adopted for communication between the RBC and the onboard equipment).

[0079] If the wireless communication fails, since the movement authority and line data information cannot be acquired from the RBC, it is needed to switch to the original backup mode or the enhanced backup mode. When switching to the enhanced backup mode, the onboard equipment acquires the movement authority information and the line data information from the balises to control the train.

[0080] If neither the movement authority information and the line data information are acquired from the RBC nor the information of the balises is acquired due to some other failures, it is needed to switch to the on sight mode.

[0081] The difference between the enhanced backup mode and the original backup mode lies in that point-type equipment (the active balises herein, LEU referring to a line side electronic unit) is added in the enhanced backup mode, and the original backup mode is a simple backup mode or a backup mode in another form achievable by the train control system under the condition that there is no point-type equipment.

[0082] The application method of the train control system provided in this embodiment includes: when communication between the onboard equipment and the RBC is interrupted, and during the process of braking to stop and switching to the original backup mode as required, if the onboard equipment receives the movement authority information sent by the backup system, the onboard equipment monitors and protects the train according to the authority information, allowing the train to continue running without stopping.

[0083] Specifically, as shown in FIG. 3, FIG. 3 gives an operation scenario where the train control system equipped with the enhanced backup mode controls the train to pass through the station. The main key points are described as follows: As shown in FIG. 3, a scenario of passing through the main line: If the passing route has been handled before the train approaches the station, the train shall pass through the station at a speed not exceeding the line speed restriction, and the operation of the train is controlled with the first stop signal in front of the current station as an authorization endpoint.

[0084] In a case where the departure route is not opened when the train enters the station (for example, in a case where the departure route fails to be successfully established due to incomplete block setup or failure to unlock the protection route of the preceding train), after entering the station, the train will run forward with an XI signal as the authority endpoint. If before the train passes an SI balise group, an XI starting signal is open, the train acquires a movement authority update at the SI balise group, and the authority endpoint is updated to the first stop signal in front of the station. If the route is not open, the train will stop at IG.

[0085] After the train stops at IG, if the departure route is handled, after the XI starting signal is open, the driver will drive the train to approach the XI signal with the release speed as a limit. When passing through the active balise at the XI signal, the train receives the movement authority sent by the active balise and runs forward with the first stop signal in front of the station as the authority endpoint.

[0086] FIG. 4 gives a protection scheme of a level crossing with the backup system configured. As shown in FIG. 4, a protection process of automatically protecting the level crossing in the enhanced backup mode includes: Step S1: in the enhanced backup mode, the train is enabled to run forward with a level crossing obstruction signal as a stopping point, where if the onboard equipment acquires the movement authority information via a wireless network, the onboard equipment controls train operation according to the movement authority information given by the RBC. Step S2: when the train passes through a level crossing closure activation point and is detected to approach to the level crossing, a level crossing attendant will be notified to close the level crossing or the level crossing is automatically controlled to close.

[0087] In this embodiment, detection of the train approaching the level crossing may be detection according to the interlocking system or a level crossing control system. It may be understood that the implementation method for detection of the train approaching the level crossing is not limited.

[0088] If the onboard equipment acquires the movement authority information from the RBC via the wireless network, the onboard equipment controls train operation according to the movement authority information given by the RBC.

[0089] Step S3: a group of active balises in the backup system are disposed at a preset distance (the running time of the train at an obstruction distance shall be longer than the time taken for the level crossing to complete closure from the start of closure in normal conditions) from the activation point, where if the level crossing is normally closed, the group of active balises gives new movement authority information, and the train accelerates to pass through the level crossing; and if the level crossing is not normally closed, the group of active balises still give the movement authority information of a level crossing obstruction signal, and the train stops at the level crossing obstruction signal.

[0090] If the onboard equipment acquires the movement authority information from the RBC via the wireless network, the onboard equipment controls train operation according to the movement authority information given by the RBC.

[0091] Step S4: after the train stops, the onboard equipment gives a release speed, where after the obstruction signal is opened, the train approaches the active balises at the level crossing obstruction signal at a speed limited by the release speed, and the active balises give new movement authority information, and the train accelerates to pass through the level crossing.

[0092] If the onboard equipment acquires the movement authority information from the RBC via the wireless network, the onboard equipment controls train operation according to the movement authority information given by the RBC.

[0093] To sum up, in this embodiment, based on the train control system, the trackside electronic unit 110, the active balises 108, the loop line equipment 107, and the wireless injection unit 109 device are added to form the backup system (the enhanced backup system), where the loop line equipment 107 and the wireless injection unit 109 are optional devices. If the loop line equipment 107 is adopted, the onboard equipment of the train control system needs to be additionally provided with loop line information receiving and processing device 103 to receive and process loop line information.

[0094] The trackside electronic unit 110 communicates with the TIS or the station computer interlocking device (112) in the train control system to acquire information such as the signal status, the switch position, the route status (optional), and the balise message (optionally). Alternatively, the trackside electronic unit 110 device may also directly obtain the signal status and the switch position information from the interlocking circuit 113 by means of collecting a relay status or an operating current. Alternatively, the trackside electronic unit 110 may obtain the signal status and the switch position information by means of perception identification modes such as cameras and radar.

[0095] The trackside electronic unit 110 determines the movement authority information and the line data information that shall be sent according to information such as the signal status, the switch position, or the route status acquired or acquire the message information directly from the TIS. The active balises, the loop line, and the wireless injection unit are connected to the trackside electronic unit to receive information sent by the trackside electronic unit.

[0096] The message information in the active balises and the loop line are sent to the onboard equipment when the train passes the position where the balise group or the loop line is located. When the train is within a coverage area of a wireless network, the wireless injection unit sends the information or the message information sent by the trackside electronic unit to the onboard equipment through a wireless network without being restricted by the position of the train.

[0097] Under normal circumstances, the onboard equipment 102 of the train control system monitors and protects train operation according to the movement authority information and the line data information given by the RCB111. After the communication between the onboard equipment and the RBC 111 is interrupted, when the onboard equipment 102 of the train control system switches to the backup mode, the speed-distance control curve will be calculated according to the movement authority information and the line data information included in the message information or the wireless message acquired from the active balises, the loop line, or the wireless injection unit, thereby monitoring and protecting train operation.

[0098] It should be noted that in this specification, relational terms such as the first and second are only used to distinguish one entity or operation from other entities or operations, and do not necessarily require or imply that there is any such actual relationship or order between these entities or operations. Furthermore, the term "comprises", "includes" or any other variant thereof are intended to cover nonexclusive inclusion, so that a process, method, object or equipment including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, object or equipment. Without further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, object or equipment including the element.

[0099] It should be noted that the devices and methods disclosed in the embodiments herein may also be implemented in other manners. The device embodiments described above are merely illustrative. For example, the flow diagrams and block diagrams in the drawings illustrate the possible implementation architectures, functions, and operations of the devices, methods, and computer program products according to various embodiments herein. In this regard, each block in the flowchart or block diagram may represent a module, a segment of program, or a portion of code, where the module, program segment, or portion of code include one or more executable instructions for implementing the specified logical function, and the module, program segment, or portion of code includes one or more executable instructions for implementing the specified logical function. It should also be noted that, in some alternative implementations, the functions denoted in the blocks may also occur in an order different from that indicated in the accompanying drawings. For example, two consecutive blocks may in fact be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, as well as combinations of blocks in the block diagrams and / or flowcharts, may be implemented by a dedicated hardware-based system for performing the specified functions or actions, or by a combination of dedicated hardware and computer instructions.

[0100] In addition, each functional module in the various embodiments herein may be integrated together to form an independent component, may exist independently as individual modules, or two or more modules may be integrated to form an independent component.

[0101] Although the content of the present disclosure has been described in detail through the aforementioned preferred embodiments, it should be understood that the above description shall not be deemed as a limitation on the present disclosure. Various modifications and alternatives to the present disclosure will become apparent to those skilled in the art upon reading the foregoing disclosure. Accordingly, the protection scope of the present disclosure shall be limited by the appended claims.

Claims

1. A backup system, applied to a train control system, comprising: a trackside electronic unit, communicating with a train control and interlocking integrated system (TIS) or a station computer interlocking device in the train control system to acquire a signal status and switch position information; and active balises, connected to the trackside electronic unit and onboard equipment of the train control system, respectively, where the trackside electronic unit determines movement authority information and line data information sent according to the acquired signal status and switch position information; when a train passes positions where the active balises are located, the active balises send the acquired movement authority information and line data information to the onboard equipment in the train control system; and when the onboard equipment in the train control system switches to an enhanced backup mode, a speed-distance control curve is calculated according to the movement authority information and the line data information acquired by the active balises, so as to monitor and protect train operation.

2. The backup system according to claim 1, wherein the trackside electronic unit is connected to an interlocking circuit in the train control system and obtains the signal status and the switch position information by means of collecting a relay status or an operating current.

3. The backup system according to claim 1, wherein the trackside electronic unit is connected to an intelligent perception system in the train control system and configured to acquire the signal status and the switch position information by means of the intelligent perception system.

4. The backup system according to claim 1, wherein the trackside electronic unit acquires and sends message information directly acquired from the TIS; when the train passes the positions where the active balises are located, the active balises send the message information acquired from the trackside electronic unit to the onboard equipment in the train control system; and when the onboard equipment in the train control system switches to the enhanced backup mode, the speed-distance control curve is calculated according to the message information acquired from the active balises, so as to monitor and protect train operation.

5. The backup system according to claim 3, further comprising a wireless injection unit, connected to a first wireless gateway in the train control system; and when the train is within a coverage area of a wireless network, the wireless injection unit sends the information or the message information sent by the trackside electronic unit to the onboard equipment through a wireless network without being restricted by the position of the train.

6. The backup system according to claim 3, further comprising loop line equipment, connected to the trackside electronic unit, wherein the onboard equipment in the train control system is provided with a loop line information receiving and processing device; the loop line equipment is connected to the onboard equipment by means of the loop line information receiving and processing device; and when the train passes a position where the loop line equipment is located, the loop line equipment sends the information or the message information acquired from the trackside electronic unit to the onboard equipment.

7. The backup system according to claim 1, wherein the active balises and a balise group to which the active balises belong are disposed at a station distant signal, a home signal, a starting signal, a route signal, and a section passing signal.

8. The backup system according to claim 7, wherein the section passing signal along a line where the active balises are to be disposed is determined according to a possibility that the train control system degrades to the enhanced backup mode and a target of a line traffic volume and a transport capacity; an interval distance D between two adjacent active balises satisfies the following condition: a maximum value of the interval distance D is estimated by employing the following formula: (M*(1-P)+D*P)≤L, wherein M represents a minimum achievable section tracking interval distance of the entire train control system in the full supervision mode; L represents a section target tracking interval distance, and P represents the probability that the train control system is degraded to the enhanced backup mode; and a minimum value of the interval distance D is not less than a distance between the two adjacent section passing signals.

9. The backup system according to claim 8, wherein the active balises and the balise group to which the active balises belong are disposed outside sections protected by a corresponding signal thereof, a distance from the signal is L1, and a distance from P3 to the signal is L2; P1 is a position of the balise group, P2 is a position of the signal, and P3 is a position of a danger point or an end of the protected section; and L1 and L2 satisfy the following conditions simultaneously: when a combination of an initial protection point and a protection end point is (P1,P2), it is ensured that L1 is greater than or equal to a distance required for braking to stop at a minimum release speed + a safety margin distance; when a combination of the initial protection point and the protection end point is (P1,P3), it is ensured that L1 + L2 is greater than or equal to the distance required for braking to stop at the minimum release speed + the safety margin distance; and when a combination of the initial protection point and the protection end point is (P2,P3), it is ensured that L2 is greater than or equal to the distance required for braking to stop at the minimum release speed + the safety margin distance; and in this case, L1 is not greater than the safety margin distance.

10. The backup system according to claim 9, wherein ranges of L1 and L2 values and values of the release speed are calculated in the following process: Step S211: determining braking parameters and a braking distance of the train with the worst braking performance running on the line; Step S212: determining a minimum acceptable speed of the train when a driver drives the train manually, wherein if the speed is lower than the minimum acceptable speed, the driver encounters operational difficulties in manually operating the train and is unable to ensure that the train does not exceed the speed, and the speed is called the minimum release speed; and setting a value of the release speed as the minimum release speed; Step S213: determining a distance required for the train to brake to stop at the release speed according to Steps S211-S212; Step 214: determining the safety margin distance according to the parameters of the train and a speed measurement and positioning accuracy of the train control system; and to ensure that the train does not cross an end point of the movement authority, reserving a section of distance before the end point of the movement authority; Step S215: determining the initial protection point and the protection end point when the train passes the balise group but does not receive an updated movement authority according to signal interlocking rules or relevant safety protection regulations employed by the line or the station, wherein the combinations of the initial protection point and the protection end point are (P1,P2), (P1,P3), and (P2,P3); Step S216: ensuring that L1 is greater than or equal to the distance required for braking to stop at the minimum release speed + the safety margin distance when the combination of the initial protection point and the protection end point is (P1,P2); Step S217: ensuring that L1 + L2 is greater than or equal to the distance required for braking to stop at the minimum release speed + the safety margin distance when the combination of the initial protection point and the protection end point is (P1,P3); Step S218: ensuring that L2 is greater than or equal to the distance required for braking to stop at the minimum release speed + the safety margin distance when the combination of the initial protection point and the protection end point is (P2,P3), wherein in this case, L1 is not greater than the safety margin distance; and Step S219: if the values of L1 and L2 are relatively large in an actual line design and satisfy requirements of Steps S216, Step S217, and Step S218 sufficiently, based on the value of the minimum release speed, increasing the value of the release speed, and repeating the Steps S213-S219 until the ranges of the values of L1 and L2 and the value of the release speed are obtained.

11. A train control system, comprising: the backup system according to any one of claims 1-10, a radio block center (RBC), connected to the TIS or the station computer interlocking device; a second wireless gateway, wherein the RBC is connected to a wireless communication network via the second wireless gateway, the wireless communication network is connected to a wireless communication unit and antenna, and the wireless communication network is connected to the onboard equipment via the wireless communication unit and antenna; and a signal and a switch, wherein an interlocking circuit is connected to the signal and the switch, respectively.

12. The train control system according to claim 11, wherein the interlocking circuit comprises a relay circuit or an object controller.

13. An application method of the train control system according to claim 11, wherein the onboard equipment of the train control system has the following operating modes: a full supervision mode, an on sight mode, a first backup mode, and a second backup mode, wherein the first backup mode comprises: the enhanced backup mode replaces the original backup mode, and the onboard equipment only enters the enhanced backup mode; the second backup mode comprises: the original backup mode and the enhanced backup mode coexist; the onboard equipment determines the selected backup mode by means of configuration or by receiving wireless messages or message information from ground equipment; the onboard equipment receives information sent by the backup system in all operating modes, but monitors and protects the train only in the original backup mode or the enhanced backup mode according to the information sent by the backup system; in the original backup mode or the enhanced backup mode, if the onboard equipment receives the movement authority information and the line data information given by the RBC, the onboard equipment exits the original backup mode or the enhanced backup mode and enters the full supervision mode; the information sent by the backup system is lost, the onboard equipment lacks a condition for monitoring and protecting the train according to the information sent by the backup system, and when the onboard equipment also does not have a condition to enter the full supervision mode, the onboard equipment enters the original backup mode or the on sight mode; and upon receiving the information sent by the backup system again, the onboard equipment switches to the enhanced backup mode.

14. The application method of the train control system according to claim 13, wherein when communication between the onboard equipment and the RBC is interrupted, and during the process of braking to stop and switching to the original backup mode as required, if the onboard equipment receives the movement authority information sent by the backup system, the onboard equipment monitors and protects the train according to the authority information, allowing the train to continue running without stopping.

15. The application method of the train control system according to claim 14, wherein a process of protecting a level crossing comprises: Step S1: in the enhanced backup mode, enabling the train to run forward with a level crossing obstruction signal as a stopping point, wherein if the onboard equipment acquires the movement authority information via a wireless network, the onboard equipment controls train operation according to the movement authority information given by the RBC; Step S2: when the train passes through a level crossing closure activation point and is detected to approach to the level crossing, notifying manual closure of the level crossing or automatically controlling the level crossing to close, wherein if the onboard equipment acquires the movement authority information from the RBC via the wireless network, the onboard equipment controls train operation according to the movement authority information given by the RBC; Step S3: disposing a group of active balises in the backup system at a preset distance from the activation point, wherein if the level crossing is normally closed, the group of active balises gives new movement authority information, and the train accelerates to pass through the level crossing; and if the level crossing is not normally closed, the group of active balises still give the movement authority information of a level crossing obstruction signal, and the train stops at the level crossing obstruction signal, wherein if the onboard equipment acquires the movement authority information from the RBC via the wireless network, the onboard equipment controls train operation according to the movement authority information given by the RBC; and Step S4: after the train stops, giving, by the onboard equipment, a release speed, wherein after the obstruction signal is opened, the train approaches the active balises at the level crossing obstruction signal at a speed limited by the release speed, and the active balises give new movement authority information, and the train accelerates to pass through the level crossing, wherein if the onboard equipment acquires the movement authority information from the RBC via the wireless network, the onboard equipment controls train operation according to the movement authority information given by the RBC.

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