Backup system, and train control system and application method thereof

Abstract

Disclosed in the present invention are a backup system, and a train control system and an application method thereof. The backup system comprises: a lineside electronic unit, which communicates with a TIS or a station computer-based interlocking device to obtain a signal state and turnout position information; and an active balise connected to the lineside electronic unit and an onboard device, respectively; wherein the lineside electronic unit determines sent movement authority information and line data information on the basis of the obtained signal state and turnout position information; when a train passes through the position where the active balise is located, the active balise sends the obtained movement authority information and line data information to the onboard device; and when entering an enhanced backup mode, the onboard device in the train control system calculates a speed-distance control curve on the basis of the movement authority information and the line data information obtained from the active balise, so as to perform train operation supervision and protection. According to the prevent invention, when train-ground wireless communication is interrupted and a train control system is degraded to a backup mode, a train is allowed to enter a station at a higher speed.

Description

A backup system, train control system and application method thereof Technical Field

[0001] The present invention relates to the field of rail communication technology, and in particular to a backup system, a train control system and an application method thereof. Background Art

[0002] The industry is actively researching and exploring the application and implementation of next-generation train control systems. These systems utilize wireless communication for train-to-ground communication. While reducing the number of trackside equipment, they can implement operational control methods such as virtual blocking, moving blocking, and virtual marshaling, depending on the specific application scenario. This improves train efficiency and line capacity. If wireless train-to-ground communication is interrupted, the onboard train control system equipment cannot fully monitor and protect train operations because it cannot obtain information such as movement authorization or line data from the ground. Train safety protection must be handed over to the driver or backed up by a backup system, posing a safety hazard. Some next-generation train control system solutions require that upon detecting a communication interruption with the ground, the onboard equipment brake and stop the train. The driver must confirm that there are no trains ahead and enter a temporary speed limit before the train can enter backup mode. In some next-generation train control system solutions, the onboard equipment cannot obtain station access routes or signal availability in backup mode. This significantly impacts the efficiency of trains entering, stopping, exiting, or passing through stations. Technical issues

[0003] The purpose of the present invention is to provide a backup system, a train control system and an application method thereof, which can allow trains to enter the station at a higher speed when the wireless communication between the train and the ground is interrupted and the train control system is downgraded to the backup mode, thereby improving the efficiency of trains in receiving, sending or passing through the station in the backup mode and better ensuring the safety of train operation. Technical Solutions

[0004] In order to achieve the above objectives, the present invention is implemented through the following technical solutions:

[0005] A backup system, which is applied to a train control system, comprises: a trackside electronic unit, which communicates with the TIS or station computer interlocking equipment in the train control system to obtain signal status and switch position information. An active transponder, which is connected to the trackside electronic unit and the on-board equipment of the train control system respectively. The trackside electronic unit determines the movement authorization information and line data information to be sent based on the acquired signal status and switch position information. When the train passes the location of the active transponder, the active transponder sends the acquired movement authorization information and line data information to the on-board equipment in the train control system. When the on-board equipment in the train control system switches to enhanced backup mode, the speed distance control curve is calculated based on the movement authorization information and line data information obtained from the active transponder to monitor and protect the train operation.

[0006] Optionally, the wayside electronic unit is connected to the interlocking circuit in the train control system, and obtains the signal status and the switch position information by collecting relay status or working current.

[0007] Optionally, the trackside electronic unit is connected to an intelligent sensing system in the train control system, and is used to obtain the signal status and the switch position information through the intelligent sensing system.

[0008] Optionally, the wayside electronic unit acquires and transmits message information directly from the TIS. When a train passes the location of the active balise, the active balise acquires the message information from the wayside electronic unit and transmits it to the onboard equipment in the train control system. When the onboard equipment in the train control system switches to enhanced backup mode, it calculates a speed-distance control curve based on the message information received from the active balise to monitor and protect train operation.

[0009] Optionally, it also includes: a wireless injection unit, which is connected to the first wireless gateway in the train control system; when the train is within the coverage of the wireless network, the wireless injection unit sends the information or the message information sent by the trackside electronic unit to the on-board device through the wireless network without being restricted by the train position.

[0010] Optionally, the system further includes: a loop line device connected to the trackside electronic unit. The onboard equipment in the train control system is equipped with a loop line information receiving and processing device. The loop line device is connected to the onboard equipment via the loop line information receiving and processing device. When a train passes the location of the loop line device, the loop line device transmits the information or message information obtained from the trackside electronic unit to the onboard equipment.

[0011] Optionally, the active transponder and its corresponding transponder group are arranged at the station announcement signal, entry signal, exit signal, approach signal, and section passing signal.

[0012] Optionally, the location of the active transponder at the signal along the line where the active transponder is to be installed is determined based on the probability of the train control system being downgraded to enhanced backup mode and the line's traffic volume and capacity targets. The separation distance D between two adjacent active transponders satisfies the following condition: the maximum value of the separation distance D is estimated using the following formula: (M*(1-P)+D*P)≤L. M represents the minimum achievable interval tracking distance for the entire train control system in full mode, L represents the interval target tracking distance, and P represents the probability of the train control system being downgraded to enhanced backup mode. The minimum separation distance D must not be less than the distance between two adjacent interval signals.

[0013] Optionally, the active transponder and its corresponding transponder group should be set outside the section protected by its corresponding signal, with a distance L1 from the signal and a distance L2 from the signal from P3; P1 is the position of the transponder group, P2 is the position of the signal, and P3 is the position of the dangerous point or the end of the protection section; L1 and L2 simultaneously meet the following conditions: when the combination of the starting protection point and the protection end point is (P1, P2), ensure that L1 ≥ the distance required for braking and stopping at the minimum opening speed + the safety margin distance. When the combination of the starting protection point and the protection end point is (P1, P3), ensure that L1+L2 ≥ the distance required for braking and stopping at the minimum opening speed + the safety margin distance. When the combination of the starting protection point and the protection end point is (P2, P3), ensure that L2 ≥ the distance required for braking and stopping at the minimum opening speed + the safety margin distance; at this time, L1 is not greater than the safety margin distance.

[0014] Optionally, the ranges of the L1 and L2 values ​​and the value of the opening speed are calculated using the following process:

[0015] Step S211: Determine the braking parameters and braking distance of the train with the worst braking performance running on the line.

[0016] Step S212: Determine the minimum speed acceptable to the driver when manually driving the train. If the speed is lower than this, the driver will have difficulty in operating the train and it is difficult to ensure that the train does not exceed this speed. This speed can be called the minimum opening speed; set the opening speed value to be the minimum opening speed.

[0017] Step S213: According to steps S211 and S212, the distance required for the train to stop by braking at the opening speed is determined.

[0018] Step S214: Determine the safety margin distance based on the train parameters and the speed and positioning accuracy of the train control system; a distance reserved before the authorized movement end point to ensure that the train does not cross the authorized movement end point.

[0019] Step S215: According to the signal interlocking rules or relevant safety protection regulations adopted by the line or station, determine the starting protection point and the protection end point when the train passes the balise group without receiving an updated movement authorization; the combination of the starting protection point and the protection end point can be (P1, P2), (P1, P3), (P2, P3).

[0020] Step S216: When the combination of the starting protection point and the protection end point is (P1, P2), it should be ensured that L1 ≥ the distance required for braking and stopping at the minimum opening speed + the safety margin distance.

[0021] Step S217: When the combination of the starting protection point and the protection end point is (P1, P3), it should be ensured that L1+L2≥the distance required for braking and stopping at the minimum opening speed+the safety margin distance.

[0022] Step S218: When the combination of the starting protection point and the end protection point is (P2, P3), L2 should be guaranteed to be greater than the distance required for braking and stopping at the minimum opening speed + the safety margin distance. At this time, L1 should not be greater than the safety margin distance.

[0023] Step S219: If the values ​​of L1 and L2 are large during actual line design and fully meet the requirements of steps S216 to S218, then based on the value of the minimum opening speed, increase the value of the opening speed, and repeat steps S213 to S219 until the range of the L1 and L2 values ​​and the value of the opening speed are obtained.

[0024] On the other hand, the present invention also provides a train control system, comprising: a backup system as described above, RBC, which is connected to the TIS or station computer interlocking equipment; a second wireless gateway, the RBC is connected to the wireless communication network through the second wireless gateway; the wireless communication network is connected to the wireless communication unit and antenna, the wireless communication unit and antenna, the wireless communication network is connected to the on-board equipment through the wireless communication unit and antenna; a signal and a switch, the interlocking circuit is connected to the signal and the switch respectively.

[0025] Optionally, the interlock circuit includes a relay circuit or a target controller.

[0026] In another aspect, this embodiment further provides an application method for the train control system described above, comprising: the onboard equipment of the train control system has the following operating modes: full operating mode, visual driving mode, first backup mode, and second backup mode; 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 which backup mode to select through configuration or notification by ground equipment via wireless messages or message information. The onboard equipment receives information from the backup system in all operating modes, but only monitors and protects the train based on the information sent by the backup system in the original backup mode or the enhanced backup mode. In the original backup mode or the enhanced backup mode, if the onboard equipment receives movement authorization information and line data information from the RBC, it exits the original backup mode or the enhanced backup mode and enters the full operating mode. If the information sent by the backup system is lost, the onboard equipment lacks the conditions to monitor and protect the train based on the information sent by the backup system, and the onboard equipment does not meet the conditions to enter the full working mode, the onboard equipment enters the original backup mode or the visual driving mode. When the information sent by the backup system is received again, the onboard equipment switches to the enhanced backup mode.

[0027] Optionally, when the communication between the on-board equipment and the RBC is interrupted, and during the process of braking and stopping as required to switch to the original backup mode, if the on-board equipment receives the mobile authorization information sent by the backup system, the train will be supervised and protected according to the mobile authorization information, allowing the train to continue running without stopping.

[0028] Optionally, the process of protecting the level crossing is as follows: Step S1, in the enhanced backup mode, the train moves forward with the crossing blocking signal as the stopping point; if the on-board equipment obtains the mobile authorization information from the RBC through the wireless network, the train operation is controlled according to the mobile authorization information given by the RBC.

[0029] Step S2: When passing through the level crossing closure activation point, if the train is detected approaching the level crossing, it will notify the manual closure of the level crossing or automatically control the level crossing closure. If the onboard equipment obtains the mobile authorization information from the RBC through the wireless network, the train operation is controlled according to the mobile authorization information provided by the RBC.

[0030] Step S3: A group of active transponders in the backup system is located at a preset distance from the activation point. If the crossing closes normally, these active transponders issue new movement authorization information, and the train accelerates through the crossing. If the crossing fails to close normally, these active transponders continue to issue movement authorization information to the crossing barrier signal, and the train stops at the crossing barrier signal. If the onboard equipment obtains the movement authorization information from the RBC via the wireless network, it controls the train's operation according to the movement authorization information provided by the RBC.

[0031] Step S4: After the train stops, the onboard device indicates the opening speed. After the crossing signal opens, the train approaches the active transponder at the crossing signal at the opening speed limit. The active transponder then issues a new movement authorization message, accelerating the train through the crossing. If the onboard device obtains the movement authorization message from the RBC via the wireless network, it controls the train's movement according to the RBC's movement authorization message. Beneficial effects

[0032] Compared with the prior art, the present invention has at least one of the following technical effects:

[0033] The present invention can allow trains to enter the station at a higher speed when the wireless communication between the train and the ground is interrupted and the train control system is degraded to the backup mode, thereby improving the efficiency of trains receiving, dispatching or passing through the station in the backup mode and better ensuring the safety of train operation.

[0034] In enhanced backup mode, onboard equipment can obtain ground approach status, allowing it to enter or exit the station or pass through the station at a higher speed, improving the efficiency of the train control system's operations at the station.

[0035] In some next-generation train control system solutions, in backup mode, trains entering the station are subject to a fixed speed limit, and the driver is responsible for controlling and protecting the train during operations within the station, which poses a safety hazard. By adding an enhanced backup system, the onboard equipment can achieve safe protection for station operations, thereby improving safety.

[0036] A method for evaluating and calculating the balise equipment at a signal station in an interval setting interval is proposed.

[0037] A balise location range estimation method and an opening speed calculation method are proposed, which are compatible with signal interlocking and safety regulations in different countries and regions. Balise placement can be designed based on line capacity targets, avoiding waste. This method is adaptable to signal interlocking and safety regulations in different countries and regions, enhancing adaptability. This method also enables level crossing safety protection in backup mode. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] FIG1 is a block diagram of the main structure of a backup system provided by an embodiment of the present invention:

[0039] FIG2 is a schematic diagram of the active transponder installation positions and related distances provided by an embodiment of the present invention:

[0040] FIG3 is a schematic diagram of a train running through a station according to an embodiment of the present invention.

[0041] FIG4 is a schematic diagram of level crossing protection in a train backup mode provided by an embodiment of the present invention. Best Mode for Carrying Out the Invention

[0042] The following is a further detailed description of a backup system, train control system and application method proposed by the present invention in conjunction with the accompanying drawings and specific embodiments. According to the following description, the advantages and features of the present invention will be clearer. It should be noted that the drawings are in a very simplified form and use non-precise proportions, which are only used to conveniently and clearly assist in explaining the purpose of the embodiments of the present invention. In order to make the purposes, features and advantages of the present invention more obvious and easy to understand, please refer to the drawings. It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the implementation conditions of the present invention, so they have no technical significance. Any modification of the structure, change in the proportional relationship or adjustment of the size should still fall within the scope of the technical content disclosed by the present invention without affecting the efficacy and purpose that can be achieved by the present invention.

[0043] As shown in Figure 1, the backup system provided in this embodiment, also known as an enhanced backup system, is applied to a train control system (next-generation train control system) and includes a wayside electronic unit 110, which communicates with the TIS (Train Integrated System) or station computer interlocking equipment 112 in the train control system to obtain signal status and switch position information. It can also obtain information such as route status (optional) and transponder messages (optional). An active transponder 108 is connected to the wayside electronic unit 110 and the onboard equipment 102 of the train control system. Specifically, the active transponder 108 is connected to the transponder receiving unit and antenna 104 of the onboard equipment 102. The wayside electronic unit 110 determines movement authorization information and line data information to send based on the acquired signal status and switch position information. When a train passes the location of the active transponder 108, the active transponder 108 transmits the acquired movement authorization information and line data information to the onboard equipment 102 in the train control system. When the onboard equipment 102 in the train control system switches to the enhanced backup mode, the speed distance control curve is calculated based on the movement authorization information and line data information obtained from the active transponder 108 to monitor and protect the train operation.

[0044] This embodiment can allow trains to enter the station at a higher speed when the wireless communication between the train and the ground is interrupted and the train control system is downgraded to the backup mode, thereby improving the efficiency of trains receiving and sending or passing through the station in the backup mode and better ensuring the safety of train operation.

[0045] Please continue to refer to Figure 1. In this embodiment or other embodiments, the wayside electronic unit 110 is connected to the interlocking circuit 113 in the train control system, and the signal status and the switch position information are obtained by collecting the relay status or working current.

[0046] Continuing with FIG1 , in this or other embodiments, the wayside electronic unit 110 is connected to the intelligent sensing system in the train control system to obtain the signal status and switch position information through the sensing and recognition method of the sensing system. In this embodiment, the intelligent sensing system is a camera or radar.

[0047] Intelligent perception systems aren't traditionally part of train control systems. However, in recent years, some have adopted computer vision applications for trains and trackside systems, using cameras and radar. Train control systems can also use these systems as a detection tool for safety protection. Here, the trackside electronic unit is connected to these perception systems or devices (meaning it can provide reliable information about signal status or switch positions), not just a camera or radar connection.

[0048] Continuing to refer to FIG. 1 , in this embodiment or other embodiments, the wayside electronic unit 110 obtains and sends message information directly obtained from the TIS.

[0049] When the train passes the location of the active transponder 108 , the active transponder 108 will obtain the message information from the trackside electronic unit 110 and send it to the onboard device 102 in the train control system.

[0050] When the onboard equipment 102 in the train control system switches to the enhanced backup mode, the speed distance control curve is calculated based on the message information obtained from the active transponder 108 to monitor and protect the train operation.

[0051] Please continue to refer to Figure 1. In this embodiment or other embodiments, the backup system also includes: a wireless injection unit 109, which is connected to the first wireless gateway 118 in the train control system; when the train is within the coverage of the wireless network, the wireless injection unit 109 sends the information or the message information sent by the trackside electronic unit 110 to the on-board device 102 through the wireless communication network 120 without being restricted by the train position.

[0052] Please continue to refer to Figure 1. In this embodiment or other embodiments, it also includes: a loop line device 107, which is connected to the wayside electronic unit 110; the on-board device 102 in the train control system is provided with a loop line information receiving and processing device (loop line receiving unit and antenna) 103.

[0053] The loop line device 107 is connected to the on-board device through the loop line information receiving and processing device 103; when the train passes the location of the loop line device 107, the loop line device 107 sends the information or the message information obtained from the trackside electronic unit 110 to the on-board device.

[0054] Continuing with Figure 1, the present invention further provides a train control system, comprising: the backup system described above; a Radio Block Center (RBC) 111, connected to the TIS or station computer interlocking equipment 112; a second wireless gateway 119, through which the RBC 111 is connected to a wireless communication network 120; a wireless communication network 120 connected to the wireless communication unit and antenna 101; a wireless communication unit and antenna 101, through which the wireless communication network 120 is connected to the onboard equipment 102; a signal 114 and a switch 115, respectively; the interlocking circuit 113 includes a relay circuit or a target controller. Because these systems or equipment are not covered in this embodiment and the design of a specific next-generation train control system may vary, some systems or equipment in the next-generation train control system are not shown in the figure.

[0055] As shown in Figures 1 and 2, the active transponder and its corresponding transponder group are set at the station announcement signal, entry signal, exit signal, approach signal, and section passing signal.

[0056] According to the possibility of the train control system being degraded to the backup mode and the line traffic volume and capacity target, it is determined at which of the said section passing signals along the line the said active transponder (108) is set; the interval distance D between two adjacent said active transponders satisfies the condition: the maximum value of the said interval distance D is estimated by using the following formula (M*(1-P)+D*P)≤L; wherein M represents the minimum interval tracking interval distance that can be achieved by the entire said train control system in the full mode, and L represents the interval target tracking interval distance; P represents the probability of the said train control system being degraded to the backup mode; the minimum value of the said interval distance D is not less than the distance between two adjacent said section passing signals.

[0057] The specific setting principle includes the following process: for the section passing signal, an active transponder 108 can be set at each section passing signal, or it can be set at intervals. When the maximum interval is taken, no active transponder 108 is set at the section passing signal.

[0058] Optionally, whether to set active balises at the section passing signals and the intervals between passing signals can be determined based on the possibility of the system being degraded to the backup mode and the line traffic volume and capacity target. The determination process and method are as follows:

[0059] Step S201: Determine the line capacity target based on user needs, determine the target interval tracking time based on the line and station yard design along the line, and calculate the interval target tracking interval distance based on train parameters and the line design operating speed, denoted as L.

[0060] Step S202: Calculate the minimum interval tracking distance that can be achieved by the entire system in full mode, denoted as M, based on the line and station yard design along the line and train parameters.

[0061] Step S203: Based on the given wireless communication system quality parameters (communication delay, packet loss rate, etc.) and the reliability, availability, and maintainability indicators of the train control system's key equipment (RBC, onboard equipment, etc.), calculate the probability of the system degrading to enhanced backup mode, denoted as P. The actual calculation process for L, M, and P requires a combination of actual train and line data, or can be obtained through computer simulation.

[0062] Step S204: The interval distance D between active transponders at the section passing signals should satisfy (M*(1-P)+D*P)≤L. The maximum value of D is estimated. The minimum value of D should not be less than the distance between two adjacent section passing signals.

[0063] Step S205: If the adjacent same-direction protection signal of a section passing signal is an entry signal or an exit signal, the distance between the transponder at the section passing signal and the transponder at the adjacent same-direction protection signal is also subject to the range requirements given in step S204.

[0064] Please continue to refer to Figure 2. The active transponder and its corresponding transponder group should be set outside the section protected by its corresponding signal, with a distance L1 from the signal and a distance L2 from the signal from P3. P1 is the position of the transponder group, P2 is the position of the signal, and P3 is the position of the dangerous point or the end of the protection section. L1 and L2 must simultaneously meet the following conditions: When the combination of the starting protection point and the protection end point is (P1, P2), ensure that L1 ≥ the distance required for braking and stopping at the minimum opening speed + the safety margin distance. When the combination of the starting protection point and the protection end point is (P1, P3), ensure that L1 + L2 ≥ the distance required for braking and stopping at the minimum opening speed + the safety margin distance. When the combination of the starting protection point and the protection end point is (P2, P3), ensure that L2 ≥ the distance required for braking and stopping at the minimum opening speed + the safety margin distance. In this case, L1 is not greater than the safety margin distance.

[0065] The specific process of determining the interval distance D for setting active transponders through traffic lights in the section is as follows: as shown in Figure 2, P1 is the position of the transponder group, P2 is the position of the traffic light, and P3 is the position of the dangerous point (the position of the switch tip or the warning mark) or the end of the protection section. In Figure 2, L1 is the distance between the active transponder and its corresponding transponder group and its corresponding traffic light.

[0066] Step S211: Determine the braking parameters and braking distance of the train with the worst braking performance running on the line.

[0067] Step S212: Determine the minimum speed that the driver can accept when manually driving the train. That is, if the speed is lower than this, the driver will have difficulty in manually driving the train and it is difficult to ensure that the train does not exceed this speed. This speed can be called the minimum opening speed; set the opening speed value to the minimum opening speed.

[0068] Step S213: Based on the above two items, determine the distance required for the train to brake and stop at the opening speed.

[0069] Step S214: Determine the safety margin distance based on the train parameters and the speed and positioning accuracy of the train control system; that is, the distance reserved before the authorized movement end point to ensure that the train does not cross the authorized movement end point.

[0070] Step S215: Based on the signal interlocking rules or relevant safety protection regulations adopted by the line or station, determine the starting and ending points of the protection when the train passes the balise group without receiving an updated movement authorization. The starting and ending points of the protection can be (P1, P2), (P1, P3), or (P2, P3).

[0071] Step S216: When the combination of the starting protection point and the protection end point is (P1, P2), it should be ensured that L1 ≥ (the distance required for braking and stopping at the minimum opening speed + the safety margin distance).

[0072] Step S217: When the combination of the starting protection point and the protection end point is (P1, P3), it should be ensured that L1+L2≥(the distance required for braking and stopping at the lowest opening speed+the safety margin distance).

[0073] Step S218: When the combination of the starting protection point and the protection end point is (P2, P3), L2 should be guaranteed to be ≥ (the distance required for braking and stopping at the minimum opening speed + the safety margin distance); at this time, L1 should not be greater than the safety margin distance.

[0074] Step S219: If the lengths of L1 and L2 are relatively long during actual line design, and can fully meet the requirements of steps S216, S217, and S218, then the opening speed value can be appropriately increased based on the minimum opening speed value, and steps S213 to S219 can be repeated until the appropriate range of L1 and L2 values ​​and the opening speed value are obtained.

[0075] The above process can be calculated during signal design and system design, or the trackside equipment can send the parameters involved in the above process to the on-board equipment, and then the on-board equipment can perform real-time calculations during driving. The calculation process of the on-board equipment is that the on-board equipment obtains the values ​​of L1 and L2 or the positions of P1, P2, and P3 based on the information sent by the ground equipment, and calculates the allowable opening speed based on the signal interlocking rules or relevant safety protection regulations adopted by the line or station.

[0076] An active balise or group of balises can be placed at a certain distance from the P1 balise (L3 in Figure 2) to transmit information from the P1 balise group to the train in advance. L3 should preferably satisfy L3 ≥ the braking distance of the train at the line speed for the worst braking performance, but it can be less than this distance if there are difficulties.

[0077] Regarding the determination of the opening speed, if the margin between L1 and L2 is large, the opening speed limit can be increased, which can reduce the difficulty of driving for the driver.

[0078] If the lengths of L1 and L2 are long during actual line design and can fully meet the requirements in steps 216, 217, and 218, the opening speed value can be appropriately increased based on the minimum opening speed value, and the above process can be repeated from step 213 until the appropriate range of L1 and L2 values ​​and the opening speed value are obtained.

[0079] The on-board equipment should receive information from the backup system in all working modes, but only monitor and protect the train based on this information in the backup mode or enhanced backup mode.

[0080] This embodiment also provides an application method of the train control system as claimed in claim 1, comprising: the on-board equipment of the train control system has the following operating modes: full operating mode, visual driving mode, first backup mode, and second backup mode; the first backup mode includes: the enhanced backup mode replaces the original backup mode, and the on-board equipment only enters the enhanced backup mode; the second backup mode includes: the original backup mode and the enhanced backup mode coexist. The on-board equipment determines which backup mode to select by configuration or by being informed by ground equipment via wireless messages or message information.

[0081] After adding the enhanced backup system described above to the train control system, the onboard operating mode can choose between two options based on the existing train control system operating mode: replacing the existing backup mode with the enhanced backup mode, or retaining the existing backup system and backup mode and adding an enhanced backup mode. The onboard equipment determines which option to adopt through configuration or during design. Alternatively, ground equipment can inform the onboard equipment of the appropriate option via wireless messages or telegrams.

[0082] The on-board equipment receives information sent from the backup system in all working modes, but monitors and protects the train based on the information sent from the backup system only in the original backup mode or the enhanced backup mode.

[0083] In the original backup mode or the enhanced backup mode, if the vehicle-mounted device receives the mobile authorization information and line data information provided by the RBC, it exits the original backup mode or the enhanced backup mode and enters the full working mode.

[0084] When the information sent by the backup system is lost, the on-board equipment lacks the conditions to monitor and protect the train based on the information sent by the backup system, and the on-board equipment does not have the conditions to enter the full working mode, the on-board equipment enters the original backup mode or the visual driving mode.

[0085] When the legal and valid information sent by the backup system is received again, the vehicle-mounted device switches to the enhanced backup mode.

[0086] In the existing backup mode, trains entering stations operate within a fixed speed limit, with the driver responsible for controlling and protecting the train during station operations. This poses a safety hazard. In the enhanced backup mode of this embodiment, onboard equipment can obtain ground access status (mobility authorization information and line data), enabling faster entry, exit, and transit through the station, improving the efficiency of the train control system within the station. In other words, the addition of the enhanced backup system in this embodiment allows onboard equipment to provide safe and secure station operations, enhancing safety.

[0087] In full working mode, the train control system controls the train in full accordance with the mobile authorization and line data information provided by the RBC, but at the same time it is more dependent on wireless communication (RBC and on-board communication generally use wireless communication).

[0088] If wireless communication fails and mobile authorization and line data information cannot be obtained from RBC, it is necessary to switch to the original backup mode or enhanced backup mode. When switching to enhanced backup mode, the on-board equipment obtains mobile authorization and line data information from the transponder to control the vehicle.

[0089] If you cannot obtain mobile authorization and line data information from RBC, and the transponder information is not obtained due to some other faults, you need to switch to visual driving mode.

[0090] The difference between the enhanced backup mode and the original backup mode is that the enhanced backup mode adds point-type equipment (i.e., the active transponder and LEU mentioned in this article refer to the Lineside Electronic Unit), while the original backup mode refers to the simple backup mode or other forms of backup mode that can be implemented by the train control system in the absence of point-type equipment.

[0091] The application method of the train control system provided in this embodiment includes: when the communication between the on-board equipment and the RBC is interrupted, and in the process of braking and stopping as required to switch to the original backup mode, if the on-board equipment receives the mobile authorization information sent by the backup system, the train is supervised and protected according to the mobile authorization information, and the train is allowed to continue running without stopping.

[0092] Specifically, as shown in Figure 3, Figure 3 shows the operation scenario of a train controlled by a train control system equipped with enhanced backup mode when passing through a station. The main points are described as follows:

[0093] As shown in Figure 3, in the case of mainline passing, if the train has completed the route processing before approaching the station, the train will pass through the station within the line speed limit, and the first stop signal in front of the station will be the authorized end point to control the train operation.

[0094] In the case that the departure route is not open when entering the station (for example, the departure route cannot be successfully processed due to the blockade not being completed or the protective route of the previous train not being unlocked), the train will first move forward with the XI signal as the authorized end point after entering the station. If the XI departure signal is open before the train passes the SI transponder group, the train will obtain the mobile authorization update at the SI transponder group, and the authorization end point will be updated to the first stop signal in front of this station. If it fails to be opened before then, the train will stop at IG. After the train stops at IG, if the departure route is completed and the XI departure signal is open, the driver will drive the train to approach the XI signal at the opening speed limit. When passing the active transponder at the XI signal, the train will receive the mobile authorization sent by the passive transponder, and the train will move forward with the first stop signal in front of this station as the authorized end point.

[0095] Figure 4 shows a level crossing protection scheme with a backup system. As shown in Figure 4, the level crossing automatic protection process in enhanced backup mode includes:

[0096] Step S1: In the enhanced backup mode, the train moves forward with the crossing blocking signal as the stopping point; if the on-board equipment obtains the mobile authorization information from the RBC through the wireless network, the train operation is controlled according to the mobile authorization information given by the RBC.

[0097] Step S2: When passing through the crossing closure activation point, if the train is detected approaching the crossing, the crossing personnel will be notified to close the crossing or the crossing will be automatically closed.

[0098] In this embodiment, the detection of a train approaching a crossing may be performed based on an interlocking system or a crossing control system. It is understood that the method for implementing the detection of a train approaching a crossing is not limited.

[0099] If the onboard equipment obtains the mobile authorization information from the RBC through the wireless network, the train operation is controlled according to the mobile authorization information given by the RBC.

[0100] Step S3: A group of active transponders in the backup system are set at a preset distance from the activation point (the train's running time at the blocking distance is greater than the time from the start of closing to the completion of closing under normal circumstances). If the crossing is closed normally, the group of active transponders will give new movement authorization information, and the train will speed up to pass through the crossing; if the crossing fails to close normally, the group of active transponders will still give movement authorization information to the crossing blocking signal, and the train will stop at the crossing blocking signal.

[0101] If the onboard equipment obtains the mobile authorization information from the RBC through the wireless network, the train operation is controlled according to the mobile authorization information given by the RBC.

[0102] Step S4: After the train stops, the onboard system gives the opening speed. After the barrier signal is open (indicating that the crossing is closed), the train approaches the active transponder at the barrier signal at the crossing at the opening speed. The transponder will give new movement authorization information, and the train will accelerate through the crossing.

[0103] If the onboard equipment obtains the mobile authorization information from the RBC through the wireless network, the train operation is controlled according to the mobile authorization information given by the RBC.

[0104] In summary, this embodiment adds a trackside electronic unit 110, an active transponder 108, a loop line device 107, and a wireless injection unit 109 to the train control system to form a backup system (an enhanced backup system). Loop line device 107 and wireless injection unit 109 are optional. If loop line device 107 is used, the train control system's onboard equipment must also include loop line information receiving and processing equipment 103 to receive and process loop line information.

[0105] The trackside electronic unit 110 communicates with the TIS (or station computer interlocking device (112)) in the train control system to obtain information such as the signal status, switch position, route status (optional), and transponder message (optional). Alternatively, the trackside electronic unit 110 device can also directly obtain the signal status and switch position information from the interlocking circuit 113 by collecting the relay status or working current. Alternatively, the trackside electronic unit 110 can also obtain the signal status and switch position information through sensing and recognition methods such as cameras and radars.

[0106] The wayside electronic unit 110 determines the movement authorization information and line data information to be sent based on information such as signal status, switch position, or route status, or directly uses the message information obtained from the TIS. The active transponder, loop line, and wireless injection unit are connected to the wayside electronic unit to receive information from it.

[0107] The message information in the active balise and loop is sent to the onboard equipment when the train passes the balise group or loop location. When the train is within the coverage of the wireless network, the wireless injection unit can send the message information to the onboard equipment via the wireless network regardless of the train's location.

[0108] Under normal circumstances, the on-board equipment 102 of the train control system supervises and protects the train operation based on the mobile authorization information and line data information provided by RBC111. After the communication between the on-board equipment and RBC111 is interrupted, when the on-board equipment 102 of the train control system switches to the backup mode, it will calculate the speed distance control curve based on the mobile authorization information and line data information contained in the message information or wireless message obtained from the active transponder, loop line or wireless injection unit, and supervise and protect the train operation.

[0109] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0110] It should be noted that the devices and methods disclosed in the embodiments of this document may also be implemented in other ways. The device embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of the devices, methods, and computer program products according to the various embodiments of this document. In this regard, each box in the flowchart or block diagram may represent a module, program, or portion of code, wherein the module, program segment, or portion of code contains one or more executable instructions for implementing a specified logical function, and the module, program segment, or portion of code contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the boxes may also occur in an order different from that marked in the accompanying drawings. For example, two consecutive boxes may actually be executed substantially in parallel, or they may sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of boxes in the block diagram and / or flowchart, may be implemented by a dedicated hardware-based system for performing the specified function or action, or may be implemented by a combination of dedicated hardware and computer instructions.

[0111] In addition, the functional modules in the various embodiments of this document may be integrated together to form an independent part, or each module may exist independently, or two or more modules may be integrated to form an independent part.

[0112] Although the present invention has been described in detail through the above preferred embodiments, it should be understood that the above description is not intended to limit the present invention. After reading the above description, various modifications and substitutions of the present invention will become apparent to those skilled in the art. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A backup system, which is applied to a train control system, characterized in that: include: A trackside electronic unit that communicates with the TIS or station computer interlocking equipment in the train control system to obtain signal status and turnout position information; An active transponder, which is connected to the trackside electronic unit and the on-board equipment of the train control system respectively; The trackside electronic unit determines the movement authorization information and line data information to be sent according to the acquired signal status and switch position information; When the train passes the location of the active balise, the active balise sends the acquired movement authorization information and line data information to the on-board equipment in the train control system; When the on-board equipment in the train control system switches to the enhanced backup mode, the speed distance control curve is calculated based on the movement authorization information and line data information obtained from the active transponder to supervise and protect the train operation.

2. The backup system according to claim 1, characterized in that: The trackside electronic unit is connected to the interlocking circuit in the train control system, and obtains the signal state and the switch position information by collecting the relay state or the working current.

3. The backup system according to claim 1, characterized in that: The trackside electronic unit is connected to the intelligent sensing system in the train control system, and is used to obtain the signal status and the switch position information through the intelligent sensing system.

4. The backup system according to claim 1, characterized in that: The trackside electronic unit obtains and sends the message information directly obtained from the TIS; When the train passes the location of the active balise, the active balise acquires the message information from the trackside electronic unit and sends it to the on-board equipment in the train control system; When the on-board equipment in the train control system switches to the enhanced backup mode, the speed distance control curve is calculated based on the message information obtained from the active transponder to monitor and protect the train operation.

5. The backup system according to claim 3, characterized in that: Also includes: A wireless injection unit is connected to the first wireless gateway in the train control system; when the train is within the coverage of the wireless network, the wireless injection unit sends the information or the message information sent by the trackside electronic unit to the on-board device through the wireless network without being restricted by the train position.

6. The backup system according to claim 3, characterized in that: Also includes: a loop line device connected to the trackside electronic unit; The on-board equipment in the train control system is provided with a loop information receiving and processing device; The loop line device is connected to the on-board device via the loop line information receiving and processing device; when the train passes the location of the loop line device, the loop line device sends the information or the message information obtained from the trackside electronic unit to the on-board device.

7. The backup system according to claim 1, characterized in that: The active transponder and its corresponding transponder group are arranged at the station announcement signal, the station entry signal, the station exit signal, the route signal, and the section passing signal.

8. The backup system according to claim 7, characterized in that: Determine at which section along the line the active balise is to be set at the signal machine according to the possibility of the train control system being downgraded to the enhanced backup mode and the line traffic volume and capacity target; The spacing distance D between two adjacent active transponders satisfies the condition: The maximum value of the spacing distance D is estimated by using the following formula (M*(1-P)+D*P)≤L; Wherein, M represents the minimum interval tracking interval distance that can be achieved by the entire train control system in the full mode, L represents the interval target tracking interval distance; P represents the probability that the train control system is degraded to the enhanced backup mode; The minimum value of the interval distance D is not less than the distance between two adjacent sections passing through traffic lights.

9. The backup system according to claim 8, characterized in that: The active transponder and its corresponding transponder group should be set outside the section protected by the corresponding signal, with a distance of L1 from the signal and a distance of L2 from P3 to the signal; P1 is the position of the transponder group, P2 is the position of the signal, and P3 is the position of the danger point or the end of the protection section; L1 and L2 meet the following conditions at the same time: When the combination of the starting protection point and the protection end point is (P1, P2), ensure that L1 ≥ the distance required for braking and stopping at the minimum opening speed + the safety margin distance; When the combination of the starting protection point and the protection end point is (P1, P3), ensure that L1+L2≥the distance required for braking and stopping at the minimum opening speed+the safety margin distance; When the combination of the starting protection point and the protection end point is (P2, P3), ensure that L2 ≥ the distance required for braking and stopping at the minimum opening speed + the safety margin distance; at this time, L1 is not greater than the safety margin distance.

10. The backup system according to claim 9, characterized in that: The range of L1, L2 values ​​and the value of the opening speed are calculated using the following process: Step S211: determining the braking parameters and braking distance of the train with the worst braking performance running on the line; Step S212: determining the lowest acceptable speed for the driver to manually drive the train. If the speed is lower than this speed, the driver will have difficulty in manually driving the train and it is difficult to ensure that the train does not exceed this speed. This speed may be called the lowest opening speed. The opening speed is set to be the lowest opening speed. Step S213: According to step S211 to step S212, determining the distance required for the train to brake and stop at the opening speed; Step S214: Determine the safety margin distance according to the train parameters and the speed measurement and positioning accuracy of the train control system; a distance reserved before the movement authorization end point in order to ensure that the train does not cross the movement authorization end point; Step S215: According to the signal interlocking rules or relevant safety protection regulations adopted by the line or station, determine the starting protection point and the protection end point when the train passes the balise group without receiving the updated movement authorization; the combination of the starting protection point and the protection end point can be (P1, P2), (P1, P3), (P2, P3); Step S216: When the combination of the starting protection point and the protection end point is (P1, P2), it should be ensured that L1 ≥ the distance required for braking and stopping at the minimum opening speed + the safety margin distance; Step S217: When the combination of the starting protection point and the protection end point is (P1, P3), it should be ensured that L1+L2≥the distance required for braking and stopping at the minimum opening speed+the safety margin distance; Step S218: When the combination of the starting protection point and the protection end point is (P2, P3), it should be ensured that L2 ≥ the distance required for braking and stopping at the minimum opening speed + the safety margin distance; at this time, L1 should not be greater than the safety margin distance; Step S219: If the values ​​of L1 and L2 are relatively large during actual line design and fully meet the requirements of steps S216 to S218, then based on the value of the minimum opening speed, the value of the opening speed is increased, and steps S213 to S219 are repeated until the range of the L1 and L2 values ​​and the value of the opening speed are obtained.

11. A train control system, characterized in that: include: The backup system according to any one of claims 1 to 10, RBC, which is connected to the TIS or station computer interlocking equipment; a second wireless gateway, the RBC being connected to the wireless communication network via the second wireless gateway; The wireless communication network is connected to the wireless communication unit and the antenna, and the wireless communication network is connected to the vehicle-mounted equipment through the wireless communication unit and the antenna; the signal machine and the switch, and the interlocking circuit is connected to the signal machine and the switch respectively.

12. The train control system according to claim 11, characterized in that: The interlock circuit includes a relay circuit or a target controller.

13. An application method of the train control system according to claim 11, characterized in that: include: The on-board equipment of the train control system has the following working modes: Full working mode, visual driving mode, first backup mode and second backup mode; The first backup mode includes: the enhanced backup mode replaces the original backup mode, and the vehicle-mounted device only enters the enhanced backup mode; The second backup mode includes: the original backup mode and the enhanced backup mode coexist The vehicle-mounted device determines which backup mode to select by configuring or by informing the ground device through wireless messages or message information; The on-board equipment receives information sent by the backup system in all working modes, but only monitors and protects the train according to the information sent by the backup system in the original backup mode or the enhanced backup mode; In the original backup mode or the enhanced backup mode, if the vehicle-mounted device receives the mobile authorization information and line data information given by the RBC, it exits the original backup mode or the enhanced backup mode and enters the full working mode; When the information sent by the backup system is lost, the on-board equipment lacks the conditions to monitor and protect the train according to the information sent by the backup system, and the on-board equipment does not have the conditions to enter the full working mode, the on-board equipment enters the original backup mode or the visual driving mode; When the information sent by the backup system is received again, the vehicle-mounted device switches to the enhanced backup mode.

14. The application method of the train control system according to claim 13, characterized in that: When the communication between the on-board 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 on-board equipment receives the mobile authorization information sent by the backup system, the train will be supervised and protected according to the mobile authorization information, allowing the train to continue running without stopping.

15. The application method of the train control system according to claim 14, characterized in that: The process of level crossing protection is as follows: Step S1: In the enhanced backup mode, the train moves forward with the crossing blocking signal as the stopping point; if the on-board equipment obtains the movement authorization information from the RBC through the wireless network, the train operation is controlled according to the movement authorization information given by the RBC; Step S2: When passing through the crossing closure activation point, if the train is detected approaching the crossing, the crossing will be notified to close manually or automatically; If the on-board equipment obtains the mobile authorization information from the RBC through the wireless network, the train operation is controlled according to the mobile authorization information given by the RBC; Step S3, a group of active transponders in the backup system is arranged at a preset distance from the activation point. If the crossing is closed normally, the group of active transponders gives new movement authorization information, and the train speeds up to pass through the crossing; if the crossing fails to be closed normally, the group of active transponders still gives movement authorization information to the crossing blocking signal, and the train stops at the crossing blocking signal; If the on-board equipment obtains the mobile authorization information from the RBC through the wireless network, the train operation is controlled according to the mobile authorization information given by the RBC; Step S4: After the train stops, the onboard equipment gives the opening speed. After the blocking signal is opened, the train approaches the active transponder at the crossing blocking signal at the opening speed limit. The active transponder will give new movement authorization information, and the train will accelerate through the crossing. If the on-board equipment obtains the mobile authorization information from the RBC through the wireless network, the train operation is controlled according to the mobile authorization information given by the RBC.

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