Train control system, method and apparatus for heterogeneous verification of movement authority

Abstract

The present invention relates to the technical field of rail transit signaling systems, and in particular to a train control system, method and apparatus for heterogeneous verification of movement authority (MA). The system comprises: a ground-based temporary speed restriction server configured to send, to an onboard device of a target train, location information of all trains within a section corresponding to the target train; a ground-based radio block center configured to: calculate MA on the basis of the location information of the target train and location information of a train preceding the target train; and send the MA and identification information of the preceding train to the onboard device of the target train; and the onboard device configured to verify and correct the MA on the basis of the identification information of the preceding train and the location information of all the trains. In the present application, a heterogeneous MA calculation and verification mechanism is adopted, thereby reducing the risk of errors due to MA calculation by a single device.

Description

Train control system, method and device for train permission heterogeneous core check TECHNICAL FIELD

[0001] The present application relates to the technical field of rail transit signal systems, and in particular to a train control system, method and device for train permission heterogeneous core check. BACKGROUND

[0002] In the field of national railways, the train permission of CTCS-0 level trains is obtained by the driver observing the display mode of ground signal machines, and the overall safety is relatively low. The train permission of CTCS-2 level trains is provided by a single calculation of ground train control center equipment, and no relevant scheme for improving the safety of train permission is considered or implemented. The train permission of CTCS-3 level trains is provided by the calculation of ground wireless block center equipment, and another set of heterogeneous train permission safety check scheme is constructed by the vehicle-mounted equipment in combination with track circuit information, thereby strengthening the information safety guarantee of the train control system and enhancing the safety of train control of the train control system. The latest CTCS-N level train control system (or train control system based on Beidou positioning) has been developed in the field of national railways. The system requires that no track circuit equipment be laid on the track side of the interval, and has the characteristics of simple track side equipment, so as to greatly reduce the system maintenance workload. The train permission of the system is also provided by the calculation of ground wireless block center equipment, but the vehicle-mounted equipment can no longer rely on track circuit information for the whole journey to check the safety of the train permission, resulting in that the train permission safety check scheme of the existing C3 system cannot be used, and a new check method needs to be proposed to improve the safety of train control of the system.

[0003] In summary, in the existing field of urban rail transit, the train permission of the vehicle-mounted equipment is mainly provided by a single calculation of the ground regional control center equipment, and no relevant scheme for improving the safety of train permission is considered or implemented.

[0004] SUMMARY

[0005] The present application aims to at least partly solve one of the above technical problems, and proposes a train control system for train permission heterogeneous core check, comprising:

[0006] A ground temporary speed limit server configured to send position information of all trains in an interval corresponding to a target train to a vehicle-mounted equipment of the target train;

[0007] A ground wireless block center configured to: calculate train permission according to position information of the target train and position information of a preceding train of the target train; and send the train permission and identification information of the preceding train to the vehicle-mounted equipment of the target train;

[0008] The vehicle-mounted equipment is configured to check and correct the train permission according to the identification information of the preceding train and the position information of all trains.

[0009] Preferably, the ground temporary speed limit server is further configured to send electronic map data to the vehicle-mounted device; and the vehicle-mounted device is further configured to locate the target train according to the electronic map data.

[0010] Preferably, the vehicle-mounted device is configured to correct and modify the train operation permission according to the identification information of the preceding train and the position information of all trains, and the method comprises the following steps:

[0011] The vehicle-mounted device is configured to calculate a first distance between the target train and the preceding train at a TSRS time according to the real-time position of the target train and the position of the preceding train at the TSRS time; the TSRS time is a time when the ground temporary speed limit server sends information to the vehicle-mounted device.

[0012] The vehicle-mounted device is configured to calculate a second distance between the target train and the preceding train at an RBC time according to the real-time position of the target train and the position of the preceding train at the RBC time; the RBC time is a time when the ground wireless block center sends information to the vehicle-mounted device.

[0013] The vehicle-mounted device is configured to calculate a train operation permission error by calculating a difference between the second distance and the first distance, and correct and modify the train operation permission.

[0014] Preferably, the vehicle-mounted device is configured to determine whether there is another train between the target train and the preceding train according to the identification information of the preceding train and the position information of all trains; if there is another train, the vehicle-mounted device is configured to control the target train to perform emergency braking and warning.

[0015] Preferably, the vehicle-mounted device is further configured to correct a deviation distance between the position of the preceding train and the end of the train operation permission sent by the ground wireless block center according to the electronic map data sent by the ground temporary speed limit server, and the method comprises the following steps:

[0016] When it is determined that the preceding train is complete, the vehicle-mounted device is configured to calculate the deviation distance according to a first safety distance extended from a rear end of the position of the preceding train and the end of the train operation permission.

[0017] When it is determined that the preceding train is not complete, the vehicle-mounted device is configured to calculate the deviation distance according to a second safety distance extended from a rear end of the position of the preceding train and the end of the train operation permission; the second safety distance is greater than the first safety distance.

[0018] Preferably, when it is determined that the end of the train operation permission sent by the ground wireless block center is greater than the position of the preceding train for a duration exceeding a preset time or a distance exceeding a preset distance, the vehicle-mounted device is configured to shorten the current end of the train operation permission to a protection position of the position of the preceding train.

[0019] Preferably, the train operation permission comprises: turnout state information and signal state information.

[0020] The vehicle-mounted device is further configured to verify whether the turnout state information and the signal state information match the electronic map data, and if not, control the target train to trigger braking and shorten the train operation permission to the train head.

[0021] The vehicle-mounted device is further configured to, when determining that the turnout state is open or the signal is off, control the target train to trigger braking and shorten the train operation permission to the signal.

[0022] The vehicle-mounted device is further configured to, when receiving track information code HU code changes from code to no code, H code, immediately enter the aggressive mode and output emergency braking.

[0023] Preferably, the vehicle-mounted device is further configured to, when the train operation permission is shortened to the self-computed permission end point, perform at least one of the following methods:

[0024] Continuously perform protection judgment;

[0025] Shield the train operation permission application triggered by entering the TSM area due to the train operation permission shortening;

[0026] Receive code sequence changes or LRBG updates, and apply for train operation permission from the wireless ground block center;

[0027] When sending the train operation permission application to the wireless ground block center, declare to the wireless ground block center that the line description information has been deleted.

[0028] The application also proposes a train control method for heterogeneous core correction of train operation permission, comprising:

[0029] Using a ground temporary speed limit server to send position information of all trains in an interval corresponding to a target train to a vehicle-mounted device of the target train;

[0030] Using a ground wireless block center to calculate a train operation permission according to position information of the target train and position information of a preceding train of the target train, and sending the train operation permission and identification information of the preceding train to the vehicle-mounted device of the target train;

[0031] Using the vehicle-mounted device to correct and modify the train operation permission according to the identification information of the preceding train and the position information of all trains.

[0032] The application also proposes a computer readable storage medium, which stores a computer program or instructions, and the computer program or instructions are executed by a processor to at least implement the above method.

[0033] Compared with the prior art, the application has the beneficial effects that: the application superimposes a set of heterogeneous MA calculation and checking mechanism on the basis of the principle of the existing crack system MA calculation, so as to reduce the error risk of single device MA calculation, and therefore has higher independence, including that the conditions required for calculating MA are provided by a heterogeneous device TSRS, and the MA calculation is also performed by a heterogeneous device ATP. The scheme is realized based on the existing train-ground wireless communication system architecture, and the safety calculation of train-to-train distance (without obtaining the IP address of the front vehicle) can be indirectly realized without increasing the train-to-vehicle communication interface, and only needs to be realized by software optimization and adaptation, without modifying the hardware, and has wide implementation ease. The scheme can check the correctness of the front and rear vehicle relationship and the correctness of the front and rear vehicle distance at the same time, and has deeper safety checking degree.

[0034] Other features and advantages of the present application will be set forth in the following description, and in part will become apparent to those skilled in the art from the description, or can be learned by practice of the present application. The objects and other advantages of the present application will be realized and attained by the structure particularly pointed out in the written description and claims hereof.

[0035] The technical solutions of the present application will be further described in detail below with the help of the accompanying drawings and embodiments. BRIEF DESCRIPTION OF DRAWINGS

[0036] The accompanying drawings are included to provide a further understanding of the present application, and constitute a part of the specification, and are used to explain the present application together with the embodiments of the present application, and do not constitute a limitation on the present application. In the drawings:

[0037] Fig. 1 is a schematic diagram of the existing train permission calculation method;

[0038] Fig. 2 is a schematic diagram of a train control system with heterogeneous train permission checking;

[0039] Fig. 3 is a schematic diagram of a train position information transmission process across the TSRS boundary;

[0040] Fig. 4 is a schematic diagram of a train permission heterogeneous checking train control method;

[0041] Fig. 5 is a schematic diagram of a computer readable storage medium. DETAILED DESCRIPTION

[0042] The present application will be described below in conjunction with the accompanying drawings, and the preferred embodiments described herein are only used to illustrate and explain the present application, and do not limit the present application.

[0043] The application provides a safety driving permission checking method for a wireless communication-based lightweight train control system architecture (such as a CTCS-N level train control system based on Beidou positioning), so as to enhance the safety protection capability against calculation errors or malicious intrusion of ground equipment driving permission. As shown in FIG. 1, the current CTCS-N level train control system mainly includes the following functions: a ground radio block center (RBC) calculates driving permission, a ground temporary speed limit server (TSRS) distributes temporary speed limit and an electronic map file, and a vehicle-mounted device (ATP) uses the electronic map file to complete train autonomous positioning function. The existing driving permission (MA) is calculated by the RBC and provided to the vehicle-mounted device, the TSRS device is used to provide multiple train position information in the present application, so that the ground information source is independent and multiple train position information is provided, and then the vehicle-mounted device is used for identification calculation, which is more conducive to enhancing the safety of MA checking. If the RBC itself calculates the MA and provides single train position information used for calculating the MA, the safety is not high because of the repetitive calculation and checking.

[0044] FIG. 2 is a train control system for driving permission heterogeneous checking provided by the application, which includes the following:

[0045] A ground temporary speed limit server 201 is used to send position information of all trains in a target train corresponding interval to a vehicle-mounted device of the target train.

[0046] A ground radio block center 202 is used to calculate driving permission according to position information of the target train and position information of a preceding train of the target train, and send the driving permission and identification information of the preceding train to the vehicle-mounted device of the target train.

[0047] The vehicle-mounted device 203 is used to check and correct the driving permission according to the identification information of the preceding train and the position information of all trains.

[0048] According to some embodiments of the application, the train control checking method for driving permission heterogeneous checking provided by the application includes the following contents: assuming that the RBC obtains position information P RBC (T 前 ) and P RBC (T 后 ) of preceding and following trains at T RBC , the driving permission length MA0 is calculated as P 前 (T RBC )-P 后 (T RBC ), which represents the distance between the preceding and following trains at the RBC time.

[0049] The method is responsible for providing the preceding train ID information to the following train by the RBC, and is responsible for providing all train position information in the vicinity of the train to the following train by the TSRS (based on TTSRS At any given time, the onboard equipment, based on information from RBC and TSRS, combined with real-time data from the vehicle (based on T...), ATP Calculate the remaining permitted driving length based on the time and location. Calculate MA1 = P 前 (T TSRS )-P 后 (T ATP ), representing the position of the preceding vehicle relative to the TSRS time, and the distance between the following vehicle and the preceding vehicle; MA2 = P 前 (T RBC )-P 后 (T ATP () represents the position of the preceding vehicle relative to time RBC, and the distance between the following vehicle and the preceding vehicle.

[0050] Therefore, by comparing the remaining length of the driving permit, we can obtain MA2-MA1=[P 前 (T TSRS )-P 前 (T RBC The driving permission error only involves the deviation of the preceding vehicle's position information, which can be further simplified to a direct comparison of P. 前 (T TSRS The deviation between P and the endpoint of MA, and the maximum deviation will not exceed the train distance traveled within the RBC wireless communication timeout, i.e., P 前 (T RBC If the location is not updated for a certain period of time, P 前 (T TSRS (This will be continuously updated.)

[0051] According to some embodiments of the present invention, the train control on-board equipment should integrate train autonomous positioning, electronic map data, front and rear vehicle position information and track circuit information of the station area to realize the train operation permission verification function and comply with the fault-oriented safety principle.

[0052] According to some embodiments of the present invention, the RBC is responsible for managing the train-to-train tracking order within the maximum MA range of the line and informing the following train of the preceding train's ID number; the TSRS is responsible for providing the relevant section train location report information to the trains within its jurisdiction.

[0053] According to some embodiments of the present invention, for the management of train tracking order relationships across RBC boundaries, a handover boundary information packet is defined at the interface between RBCs to mutually transmit section train information (including train IDs) and order. This is shown in Table 1 below:

[0054] Table 1

[0055] It should be noted that the inter-RBC interaction zone train information should include the communication trains and other hidden train information in the jurisdiction zone, and be arranged from the boundary to the direction away from the boundary. The number of the interaction trains should not exceed the maximum number limit.

[0056] According to some embodiments of the present application, the TSRS of the current CN system has the range of the required relevant station electronic map according to the train position identification, so all the train information (including the train position) within the range can be issued to the relevant train. The process is shown in FIG. 3. For the train position information management across the TSRS boundary, the boundary train information package is defined in the TSRS interface to be forwarded to the on-board device for use, as shown in Table 2 below:

[0057] Table 2

[0058] According to some embodiments of the present application, the on-board device selects the corresponding train position report information provided by the TSRS broadcast according to the immediately preceding train ID provided by the RBC, and checks whether the other train position information falls within the distance between the two points of the current train and the preceding train. If so, the on-board device immediately triggers the normal braking to stop and performs two voice prompts on the DMI (on-board device human-machine interaction page). For example, the prompt voice is attention to stop, and the text prompt on the DMI is the preceding train position information error.

[0059] According to some embodiments of the present application, the on-board device checks the distance between the position of the preceding train and the EoA (end of authority) in combination with the electronic map data. In this embodiment, if the preceding train is complete, the on-board device compares the protective position, which is the rear end of the preceding train position extended by 100 m (the safety distance configured by the RBC), with the EoA; if the preceding train is not complete, the on-board device compares the protective position, which is the minimum rear end of the preceding train position extended by 2000 m (the maximum integrity loss train length configured by the RBC), with the EoA.

[0060] According to some embodiments of the present application, if the EoA (end of authority) provided by the RBC is greater than the position of the preceding train and continues for 30 s (the wireless timeout time of the RBC) or the difference value is more than 2 km (30 s*200 km / h), the on-board device shortens the end of authority position to the protective position of the preceding train position.

[0061] According to some embodiments of the present application, if the MA (authority information) provided by the RBC contains the turnout and signal state information, the on-board device can further verify the matching of the turnout and signal names, positions, and numbers with the electronic map. If invalid, the on-board device should trigger braking and shorten the authority to the train head; if the turnout is four-way open or the signal is closed, the on-board device should trigger braking and shorten the authority to the signal.

[0062] According to some embodiments of the present application, if the track information code received by the on-board device is changed from HU code to H code, the on-board device immediately enters the aggressive mode and outputs emergency braking.

[0063] According to some embodiments of the present application, if the on-board device shortens the driving permission end point to the autonomously calculated permission end point, the following processing should be performed:

[0064] ① The protection judgment should still be continuously performed; ② If a code sequence change or LRBG update is received, the on-board device should apply for driving permission to the RBC; ③ The driving permission application triggered by entering the target speed supervision zone (TSM zone) due to the shortening of the driving permission should be shielded. ④ If the driving permission application is sent, the on-board device should declare to the RBC that the track description information has been deleted.

[0065] According to some embodiments of the present application, when the function trigger condition is met, the on-board device should record the corresponding alarm information and transmit it to the DMS in real time; when the on-board device detects a TCR module failure, the on-board device should output a braking command to stop and output alarm information to the DMI; when the on-board device does not receive the front vehicle ID provided by the RBC (which should be sent in conjunction with the MA), the protection function specified in this scheme is not enabled. When the on-board device does not receive the TSRS train position information package for more than 30 seconds during the reception of the front vehicle ID, the protection function specified in this scheme is not enabled or the maximum running speed of the train is controlled to be no more than 160 km / h.

[0066] Based on the same inventive concept, as shown in FIG. 4, the present application provides a train control method for driving permission heterogeneous core calibration, comprising:

[0067] S401. Using a ground temporary speed limit server to send position information of all trains in an interval corresponding to a target train to an on-board device of the target train;

[0068] S402. Using a ground wireless block center to calculate driving permission according to the position information of the target train and the position information of a front vehicle of the target train; sending the driving permission and the identification information of the front vehicle to the on-board device of the target train;

[0069] S403. Using the on-board device to calibrate and correct the driving permission according to the identification information of the front vehicle and the position information of all trains.

[0070] In addition, as shown in FIG. 5, the present application also provides a computer readable storage medium 1100, which stores a computer program or instructions, and the computer program or instructions are executed by a processor to at least implement the above method.

[0071] It is believed that one possessing average skill in the art can, based upon the pre sent disclosure, make the present application and modifications and variations without undue experimentation. Therefore, the present application is not limited to the particular examples disclosed, but includes all modifications and variations falling within the scope of the present application and equivalents thereof.

Claims

1. A train control system for heterogeneous verification of train operation permits, characterized in that, The application relates to a train control system, which comprises: a ground temporary speed limit server for sending position information of all trains in a section corresponding to a target train to a vehicle-mounted device of the target train; a ground wireless block center for calculating a train operation permission according to the position information of the target train and position information of a preceding train of the target train, and sending the train operation permission and identification information of the preceding train to the vehicle-mounted device of the target train; the vehicle-mounted device for checking and correcting the train operation permission according to the identification information of the preceding train and the position information of all trains.

2. The system of claim 1, wherein, The ground temporary speed limit server is further used for sending electronic map data to the vehicle-mounted device, and the vehicle-mounted device is further used for positioning the target train according to the electronic map data.

3. The system of claim 2, wherein, The method for checking and correcting the train operation permission of the vehicle-mounted device according to the identification information of the preceding train and the position information of all trains comprises: the vehicle-mounted device calculates a first distance between the target train and the preceding train at a TSRS time point according to a real-time position of the target train and a position of the preceding train at the TSRS time point, wherein the TSRS time point is a time point at which the ground temporary speed limit server sends information to the vehicle-mounted device; the vehicle-mounted device calculates a second distance between the target train and the preceding train at an RBC time point according to the real-time position of the target train and the position of the preceding train at the RBC time point, wherein the RBC time point is a time point at which the ground wireless block center sends information to the vehicle-mounted device; the vehicle-mounted device calculates a train operation permission error by subtracting the first distance from the second distance, and checks and corrects the train operation permission.

4. The system of claim 2, wherein, The vehicle-mounted device is used for determining whether there is another train between the target train and the preceding train according to the identification information of the preceding train and the position information of all trains. If there is another train, the vehicle-mounted device controls the target train to perform emergency braking and warning.

5. The system of claim 2, wherein, The vehicle-mounted device is further used for checking a deviation distance between a position of the preceding train and an end point of the train operation permission according to electronic map data sent by the ground temporary speed limit server, and the method comprises: when it is determined that the preceding train is complete, the vehicle-mounted device calculates the deviation distance according to a first safety distance extended from a rear end of the position of the preceding train and the end point of the train operation permission; when it is determined that the preceding train is not complete, the vehicle-mounted device calculates the deviation distance according to a second safety distance extended from the rear end of the position of the preceding train and the end point of the train operation permission, wherein the second safety distance is greater than the first safety distance.

6. The system of claim 5, wherein, When it is determined that a duration during which the end point of the train operation permission sent by the ground wireless block center is greater than the position of the preceding train exceeds a preset time or a continuous running distance exceeds a preset distance, the vehicle-mounted device shortens the current end point of the train operation permission to a protection position of the position of the preceding train.

7. The system of claim 5, wherein, The train operation permission comprises switch state information and signal state information. The vehicle-mounted device is further used for verifying whether the switch state information and the signal state information match the electronic map data, and if not, the vehicle-mounted device controls the target train to trigger braking and shorten the train operation permission to the train head. The vehicle-mounted device is further configured to control the target train to trigger braking and shorten the driving permission to the signal machine when determining that the turnout state is four open or the signal machine is closed. The vehicle-mounted device is further configured to immediately enter the aggressive mode and output emergency braking when receiving track information codes that are changed from HU codes to no codes or H codes.

8. The system of claim 6 or 7, wherein, The vehicle-mounted device is further configured to perform at least one of the following methods when the driving permission end is shortened to the autonomously calculated permission end: continuously performing protection judgment; shielding the driving permission application triggered by entering the TSM area due to the driving permission shortening; receiving code sequence changes or LRBG updates, and applying for driving permission from the wireless ground block center; when sending the driving permission application to the wireless ground block center, declaring to the wireless ground block center that the line description information has been deleted.

9. A train control method of a heterogeneous core train, characterized by, The method comprises: sending, by a ground temporary speed limit server, position information of all trains in an interval corresponding to a target train to a vehicle-mounted device of the target train; calculating, by a ground wireless block center, a driving permission according to the position information of the target train and position information of a preceding train of the target train, and sending the driving permission and identification information of the preceding train to the vehicle-mounted device of the target train; performing, by the vehicle-mounted device, verification and correction on the driving permission according to the identification information of the preceding train and the position information of all trains.

10. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a computer program or instructions, and the computer program or instructions are executed by a processor to at least implement the method in claim 9.

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