Autonomous perception equipment-based train enhanced screening method
By using autonomous sensing devices to model and detect the entire train line in real time, the first and last screening operations can be completed quickly and accurately, solving the problem of time-consuming train screening in existing technologies, improving operational efficiency and safety, and without increasing equipment costs.
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- CASCO SIGNAL LTD
- Filing Date
- 2025-09-05
- Publication Date
- 2026-05-15
AI Technical Summary
In existing train control systems, the head and tail screening operations are complex and time-consuming, affecting the safety and efficiency of line operation. In particular, the head screening operation requires the driver to drive at low speeds over long distances, resulting in low operational efficiency.
The entire train line is modeled using autonomous sensing devices to detect unobstructed points in front and behind in real time. The head and tail screening operations are performed through the onboard controller and area controller. The screening is completed quickly and accurately by utilizing the secure communication between the autonomous sensing devices and the onboard controller.
It shortened the time for trains to resume normal operation, improved operational efficiency, reduced safety risks, increased the availability of screening functions, and improved system performance without increasing equipment costs.
Smart Images
Figure CN2025119350_15052026_PF_FP_ABST
Abstract
Description
A train enhancement screening method based on autonomous sensing devices Technical Field
[0001] This invention relates to rail transit technology, and in particular to a train enhancement screening method based on autonomous sensing devices. Background Technology
[0002] In a Communication-Based Train Control (CBTC) system, train operation relies on precise location information and real-time communication. When a train that has lost communication regains contact, the system performs head screening and tail screening to confirm the exact positions of the train's head and tail. Head screening is a crucial step in ensuring the safe and accurate positioning of the train on the track, ensuring unobstructed access and allowing for a safe transition to CBTC operation. Tail screening confirms that there are no obstacles or other trains behind the screened train, while also verifying the safe distance between subsequent trains and the screened train to prevent rear-end collisions. This ensures the safety of the entire line segment, allowing subsequent trains to enter and resuming moving block tracking, thus improving the line's operational efficiency.
[0003] Only after the head screening operation is completed can the train be upgraded to CBTC mode, and only after the tail screening operation is completed can the following trains resume moving block tracking mode. The existing head / tail screening operations have complex and demanding execution conditions. In particular, the head screening operation requires the driver to drive the train at low speeds over long distances in restricted manual driving mode (RM), and the screening operation takes a long time, which has a significant impact on the safety and efficiency of line operation.
[0004] To improve the efficiency of train screening operations, reduce the operation time, and speed up the restoration of normal line operation, it is necessary to solve the problem of safely and quickly meeting the screening operation conditions at the beginning and end of the line by using other external technical means. Summary of the Invention
[0005] The purpose of this invention is to provide a train enhanced screening method based on autonomous sensing equipment, which can complete the head / tail screening operation more quickly and accurately, and accelerate the execution efficiency of the head / tail screening operation.
[0006] The objective of this invention can be achieved through the following technical solutions:
[0007] A train enhancement screening method based on autonomous sensing devices, the method comprising:
[0008] After communication is restored on non-communication trains, the autonomous sensing device at the head of the train is used to model the entire line of operation and establish a two-way mapping between the entire line modeling coordinate system and the signal system line map coordinate system.
[0009] The head-mounted controller monitors in real time the turnout identification number and turnout location information within the detection range of the head-mounted screen ahead of the train's running path.
[0010] The system uses a head-mounted autonomous sensing device to detect trains ahead in real time, and combines this with turnout identification numbers and turnout location information to calculate the coordinates of the barrier-free point, and then maps the coordinates of the barrier-free point to the coordinates of the signal system line map.
[0011] The train's safe positioning coordinates are obtained by using the onboard controller at the head of the vehicle, and the consistency between the obstacle-free point and the train's safe positioning coordinates is compared.
[0012] Based on the coordinates of the unobstructed point ahead, the train's safe positioning coordinates, and the occupancy status of the secondary detection equipment, the train head screening operation is executed through the area controller.
[0013] After the initial screening operation is completed, the train resumes operation in CBTC mode.
[0014] Furthermore, independent autonomous sensing devices and on-board controllers are installed at both ends of the train. The autonomous sensing devices at the same end communicate securely with the on-board controller at the same end to identify the front of the train on the side of the running direction as the head and the other side as the tail.
[0015] Furthermore, when using the head-mounted controller for real-time monitoring, the head-mounted controller sends all turnout identification numbers and turnout positions within the head-screen detection range along the train's running path to the head-end autonomous sensing device. If the number of turnouts within the head-screen detection range exceeds the maximum allowed number of transmissions, then the maximum allowed number of turnout information is sent in order from nearest to farthest.
[0016] Furthermore, the formula for calculating the detection distance of the head sieve includes: D FSD =D max_APS_Detect +(T1+T2)×V max ,
[0017] Among them, D max_APS_Detec T1 represents the maximum safe detection distance of the autonomous sensing device, T2 represents the validity period of the safe communication data between the autonomous sensing device and the vehicle controller, and V represents the validity period of the safe communication data between the vehicle controller and the autonomous sensing device. max This indicates the maximum permitted train speed on the line.
[0018] Furthermore, the process of calculating the coordinates of the barrier-free point includes:
[0019] If no other trains are detected within the actual detection range of the autonomous head sensing device, and there are no switches within the actual detection range of the autonomous head sensing device, then the coordinates of the obstacle-free point ahead are calculated based on the device coordinates and the actual detection range of the autonomous head sensing device ahead.
[0020] If no other trains are detected within the actual detection range of the autonomous head sensing device, and there is a turnout within the actual detection range of the autonomous head sensing device, then the coordinates of the unobstructed point ahead are calculated based on the device coordinates, the actual detection range of the autonomous head sensing device ahead, the turnout identification number, and the turnout position.
[0021] If the autonomous head-mounted sensor detects trains ahead, and other trains are detected within the actual detection range of the autonomous head-mounted sensor, and there are no switches within the actual detection range of the autonomous head-mounted sensor, then the coordinates of the unobstructed point ahead are calculated based on the coordinates of the autonomous head-mounted sensor and the distance between the current train and the train ahead.
[0022] If the head-mounted autonomous sensing device detects trains ahead, and other trains are detected within the actual detection range of the head-mounted autonomous sensing device, and there is a turnout within the actual detection range of the head-mounted autonomous sensing device, if the position of the turnout indicates that the train ahead is not on the current train's running path, then it is determined that the detected train ahead has no impact on the current train. The coordinates of the unobstructed point ahead are calculated based on the coordinates of the autonomous sensing device, the actual detection range of the head-mounted autonomous sensing device, the turnout identification number, and the turnout position.
[0023] The system detects trains ahead using a head-mounted autonomous sensing device. If other trains are detected within the actual detection range of the head-mounted autonomous sensing device, and there is a turnout within that range, and the position of the turnout indicates that the train ahead is on the current train's path, then it is determined that the detected train ahead has an impact on the current train. The coordinates of the unobstructed point ahead are calculated based on the coordinates of the autonomous sensing device, the detected distance between the current train and the train ahead, the turnout identification number, and the turnout position.
[0024] Furthermore, the occupancy status of the secondary detection equipment refers to whether the track section monitored by the secondary detection equipment is occupied by a train or other objects. The secondary detection equipment includes an axle counter and a track circuit.
[0025] Furthermore, the head screening process includes:
[0026] The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point are kept beyond the boundary endpoint of the secondary detection equipment in front of the train and the secondary detection equipment in front of the train is cleared, the maximum detection delay time of the secondary detection equipment occupancy state will end. The first screening operation is then determined to be successful and the train completes the first screening.
[0027] Furthermore, the head screening process also includes:
[0028] The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point do not cross the boundary endpoint of the secondary detection device in front, the distance between the coordinates of the barrier-free point and the boundary endpoint of the secondary detection device in front is less than the screening distance, and the secondary detection device in front of the train is in a cleared state, the maximum detection delay time of the secondary detection device occupancy state will end, and the first screening operation will be determined to be successful, and the train will complete the first screening.
[0029] Furthermore, the boundary endpoints of the secondary detection device include axle counting head and track circuit insulation joint.
[0030] Furthermore, the secondary detection equipment clearing refers to the absence of trains or other objects within the track section monitored by the secondary detection equipment.
[0031] Furthermore, the screening distance is the shortest train length running on the line minus the distance from the coupler end face of another car to the second axle on the first bogie of the nearest adjacent car.
[0032] A train enhancement screening method based on autonomous sensing devices, the method comprising:
[0033] After non-communication trains resume communication, the autonomous sensing equipment at the rear is used to model the entire operating line, realizing the mapping between the entire line modeling coordinate system and the signal system line map coordinate system;
[0034] The area controller determines whether other trains are at the tail end. If so, it determines that a tail screening operation is required and continues to execute subsequent steps. Otherwise, the screening ends and the tail autonomous sensing device enters standby mode.
[0035] The tail-mounted controller monitors in real time the turnout identification number and turnout location information within the detection range of the tail screen behind the train's running path.
[0036] Using the rear-end autonomous sensing device, the system detects trains behind in real time, and calculates the coordinates of the barrier-free point by combining the switch identification number and switch position information, and maps the coordinates of the barrier-free point to the coordinates of the signal system line map.
[0037] The rear-mounted controller is used to detect the train's safe positioning coordinates and to compare whether the obstacle-free point is consistent with the train's safe positioning coordinates.
[0038] Based on the accessibility points, train safety positioning, and the occupancy status of secondary detection equipment, the train tail screening operation is executed through the area controller.
[0039] After completing the tail screening operation, the train movement block tracking mode is restored and the tail-end autonomous sensing equipment is put into standby mode.
[0040] Furthermore, when using the tail-end onboard controller for real-time monitoring, the tail-end onboard controller sends all turnout identification numbers and turnout positions within the detection range of the tail screen along the train's running path to the tail-end autonomous sensing device. If the number of turnouts within the detection range of the tail screen exceeds the maximum allowed number of turnouts to be sent, then the maximum allowed number of turnout information is sent in order from nearest to farthest.
[0041] Furthermore, the factors considered in the tail screen detection distance include the maximum safe detection distance of the autonomous sensing device.
[0042] Furthermore, the process of calculating the coordinates of the barrier-free point includes:
[0043] If no other trains are detected within the actual detection range of the rear autonomous sensing device, and there are no switches within the actual detection range of the rear autonomous sensing device, then the coordinates of the obstacle-free point are calculated based on the device coordinates and the actual detection range of the rear autonomous sensing device.
[0044] If no other trains are detected within the actual detection range of the rear autonomous sensing device, and there is a turnout within the actual detection range of the rear autonomous sensing device, then the coordinates of the obstacle-free point are calculated based on the device coordinates, the actual detection range of the rear autonomous sensing device, the turnout identification number, and the turnout position.
[0045] If the rear autonomous sensing device detects trains behind it, and other trains are detected within the actual detection distance of the rear autonomous sensing device, and there are no switches within the actual detection distance of the rear autonomous sensing device, then the coordinates of the obstacle-free point are calculated based on the device coordinates of the autonomous sensing device and the detected distance between the current train and the train behind it.
[0046] If a train is detected behind the train by the rear autonomous sensing device, and another train is detected within the actual detection distance of the rear autonomous sensing device, and there is a switch within the actual detection distance of the rear autonomous sensing device, if the position of the switch indicates that the train behind is not on the current train's running path, then it is determined that the detected train has no impact on the current train. The coordinates of the obstacle-free point are calculated based on the coordinates of the autonomous sensing device, the actual detection distance of the rear autonomous sensing device, the switch identification number, and the switch position.
[0047] If a train is detected behind the vehicle using the rear-end autonomous sensing device, and another train is detected within the actual detection range of the rear-end autonomous sensing device, and there is a switch within the actual detection range of the rear-end autonomous sensing device, and the position of the switch indicates that the train behind is on the current train's running path, then it is determined that the detected train has an impact on the current train. The coordinates of the obstacle-free point are calculated based on the coordinates of the autonomous sensing device, the detected distance between the current train and the train behind, the switch identification number, and the switch position.
[0048] Furthermore, the tail screening process includes:
[0049] The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point are kept beyond the boundary endpoint of the secondary detection equipment and the secondary detection equipment of the train is cleared, the maximum detection delay time of the secondary detection equipment occupancy state will end. The tail screening operation is then determined to be successful and the train completes the tail screening.
[0050] Furthermore, the tail screening process also includes:
[0051] The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point do not cross the boundary endpoint of the secondary detection equipment, the distance between the coordinates of the barrier-free point and the boundary endpoint of the secondary detection equipment is less than the screening distance, and the train is in the cleared state of the secondary detection equipment, the maximum detection delay time of the secondary detection equipment occupancy state will end. Then the tail screening operation is determined to be successful and the train completes the tail screening.
[0052] Compared with the prior art, the present invention has the following beneficial effects:
[0053] 1. This invention designs a train enhanced screening method based on autonomous sensing equipment. By introducing train rapid screening using autonomous sensing equipment, the time for the line to resume normal operation after the train restarts is shortened, and the operating efficiency is improved. The autonomous sensing equipment can remotely detect unobstructed points in front of or behind the train and communicate with the on-board controller and area controller in real time. Therefore, it can complete the head / tail screening operation more quickly and accurately, and speed up the execution efficiency of the head / tail screening operation.
[0054] 2. This invention designs a train enhanced screening method based on autonomous sensing equipment. Based on autonomous sensing equipment, the method performs rapid head / tail screening operations, eliminating the need for drivers to manually drive the train at low speeds over long distances in RM mode to perform head / tail screening operations, thus reducing the safety risks of line operation.
[0055] 3. This invention designs a train enhanced screening method based on autonomous sensing equipment. Without changing the original head / tail screening operation, it adds a rapid head / tail screening operation based on autonomous sensing equipment, and uses the existing head / tail screening operation as a backup screening method, thereby improving the availability of the screening function.
[0056] 4. This invention designs a train enhancement screening method based on autonomous sensing equipment, which reuses existing autonomous sensing equipment in the train system to enhance system performance without increasing equipment costs;
[0057] 5. This invention designs a train enhancement screening method based on autonomous sensing devices. The autonomous sensing devices at the rear of the train are used in an event-driven manner. Under normal operating conditions, the autonomous sensing devices at the front of the train in the direction of travel are in normal working condition, but the autonomous sensing devices at the rear of the train are in standby working condition, which extends the service life of the autonomous sensing devices. Attached Figure Description
[0058] Figure 1 is a schematic flowchart of the enhanced screening method for the train head of the present invention;
[0059] Figure 2 is a schematic diagram of the enhanced screening method for the rear of a train according to the present invention.
[0060] Figure 3 is a schematic diagram illustrating the definition of the head sieve detection distance in this invention;
[0061] Figure 4 is a schematic diagram of the first type of case in the barrier-free point calculation of the present invention;
[0062] Figure 5 is a schematic diagram of the second type of case in the barrier-free point calculation of the present invention;
[0063] Figure 6 is a schematic diagram of the third type of case in the barrier-free point calculation of the present invention;
[0064] Figure 7 is a schematic diagram of the fourth type of case in the barrier-free point calculation of the present invention;
[0065] Figure 8 is a schematic diagram of the fifth type of case in the barrier-free point calculation of the present invention;
[0066] Figure 9 is a schematic diagram of the situation where the unobstructed point crosses the STDE boundary endpoint during the head sieve process of the present invention;
[0067] Figure 10 is a schematic diagram of the situation where the unobstructed point does not cross the STDE boundary endpoint during the head sieve process of the present invention;
[0068] Figure 11 is a schematic diagram of the tail sieve detection distance definition of the present invention. Detailed Implementation
[0069] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. These embodiments are based on the technical solution of the present invention and provide detailed implementation methods and specific operating procedures. However, the scope of protection of the present invention is not limited to the following embodiments.
[0070] Example 1
[0071] This embodiment discloses a train enhanced screening method based on autonomous sensing equipment. This train enhanced screening method includes two screening modes: train head screening and train tail screening. This embodiment aims to disclose the train head screening mode, which reuses the autonomous sensing equipment (APS) used for obstacle detection in the existing system. Through the interaction between the APS and the on-board controller (CC), the APS sends the obstacle-free point information in front of the train to the CC. After the CC detects that the obstacle-free point in front is consistent with the current train safety positioning information, it sends it to the area controller (ZC). The ZC performs the train head screening operation based on the train safety positioning information, the obstacle-free point information in front, the occupancy status of the secondary detection equipment (STDE), etc., and quickly completes the head screening (referred to as head screening) and restores the operation to CBTC mode.
[0072] The enhanced screening method for the train head is shown in Figure 1.
[0073] Step S1: After the non-communication vehicle restores communication, the entire operating line is modeled using the head APS, and a two-way mapping is established between the entire line modeling coordinate system and the signal system line map coordinate system.
[0074] In actual use, independent APS and CC are installed at both ends of the train. In this embodiment, the APS and CC at the same end communicate safely, and the front of the train on the side of the running direction is identified as the head and the other side as the tail.
[0075] To extend the service life of the APS detection sensors, the APS at the front of the train in the direction of travel is in normal working condition, while the APS at the rear is in standby working condition.
[0076] Step S2: The head CC monitors in real time the turnout identification number and turnout position information within the head screen detection distance ahead of the train running path.
[0077] When using the head CC for real-time monitoring, the head CC sends all turnout identification numbers and turnout positions within the head screen detection range along the train's running path to the head APS. If the number of turnouts within the head screen detection range exceeds the maximum allowable number of turnouts to be sent, the maximum allowable number of turnout information will be sent in order from nearest to farthest.
[0078] The determination of the head screen detection distance needs to consider the following factors: the maximum safe detection distance of the APS; the validity period of safe communication between the APS and CC; and the maximum allowable operating speed of the line.
[0079] In this embodiment, the formula for calculating the head sieve detection distance includes: D FSD =D max_APS_Detect +(T1+T2)×V max ,
[0080] Among them, D max_APS_DetecV represents the maximum secure detection range of the APS, T1 represents the validity period of secure communication data from the APS to the CC, T2 represents the validity period of secure communication data from the CC to the APS, and V max This indicates the maximum permitted train speed on the line.
[0081] Step S3: Utilize the head APS to detect the train ahead in real time, and combine the turnout identification number and turnout position information to calculate the coordinates of the barrier-free point, and map the coordinates of the barrier-free point to the coordinates of the signal system line map.
[0082] When the APS at the front detects the train ahead in real time and calculates the coordinates of the barrier-free point by combining the turnout identification number and turnout position information, five situations may occur.
[0083] Scenario 1 is shown in Figure 3:
[0084] No other trains were detected within the actual detection range of the leading APS, and there were no switches within the actual detection range of the leading APS. The coordinates of the obstacle-free point ahead were calculated based on the coordinates of the APS equipment and the actual detection range of the leading APS.
[0085] Case 2 is shown in Figure 4:
[0086] If no other trains are detected within the actual detection range of the leading APS, and there is a turnout within the actual detection range of the leading APS, then the coordinates of the unobstructed point ahead are calculated based on the coordinates of the APS equipment, the actual detection range of the leading APS ahead, the turnout identification number, and the turnout position.
[0087] Scenario 3 is shown in Figure 5:
[0088] If other trains are detected within the actual detection range of the head APS, and there are no switches within the actual detection range of the head APS, then the coordinates of the obstacle-free point ahead are calculated based on the coordinates of the APS equipment and the detected distance between the current train and the train ahead.
[0089] Case 4 is shown in Figure 6:
[0090] If other trains are detected within the actual detection range of the head APS, and there is a turnout within the actual detection range of the head APS, if the position of the turnout indicates that the train ahead is not on the current train's running path, then it is determined that the detected train ahead has no impact on the current train. The coordinates of the unobstructed point ahead are calculated based on the coordinates of the APS equipment, the actual detection range of the head APS, the turnout identification number, and the turnout position.
[0091] Case 5 is shown in Figure 7:
[0092] If other trains are detected within the actual detection range of the head APS, and there is a turnout within the actual detection range of the head APS, if the position of the turnout indicates that the train ahead is on the current train's running path, then it is determined that the detected train ahead has an impact on the current train. The coordinates of the unobstructed point ahead are calculated based on the coordinates of the APS equipment, the detected distance between the current train and the train ahead, the turnout identification number, and the turnout position.
[0093] The above five scenarios can handle most head screening situations after train startup. If an unforeseen situation is encountered, the coordinates of the barrier-free point cannot be accurately calculated, so the enhanced screening method disclosed in this embodiment is abandoned, and the existing head screening operation is performed by ZC determination.
[0094] Step S4: Use head CC detection to obtain the train's safe positioning coordinates and compare whether the obstacle-free point is consistent with the train's safe positioning coordinates.
[0095] The method for determining whether the obstacle-free point and the train's safe positioning coordinates are consistent is to check whether the coordinates of the obstacle-free point ahead are connected to the train's position coordinates.
[0096] Step S5: Based on the coordinates of the unobstructed point ahead, the train's safe positioning coordinates, and the STDE occupancy status, perform the train head screening operation via ZC.
[0097] STDE occupancy status refers to the status of whether the track section monitored by STDE is occupied by a train or other object. STDE includes axle counting and track circuit.
[0098] STDE occupancy status needs to be collected from interlocking (CI) or other detection and acquisition equipment.
[0099] The head screen has two scenarios. Figure 9 is a schematic diagram of the case where the unobstructed point crosses the STDE boundary endpoint during the head screen process of the present invention, and Figure 10 is a schematic diagram of the case where the unobstructed point does not cross the STDE boundary endpoint during the head screen process of the present invention.
[0100] The head screening process shown in Figure 9 includes:
[0101] The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point are kept beyond the endpoint of the STDE boundary in front of the train and the STDE in front of the train is cleared, the maximum detection delay time of the STDE occupancy state will end. The head screening operation is then determined to be successful and the train completes the head screening.
[0102] The head screening process shown in Figure 10 includes:
[0103] The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point do not cross the endpoint of the STDE boundary ahead, the distance between the coordinates of the barrier-free point and the endpoint of the STDE boundary ahead is less than the screening distance, and the STDE ahead of the train is cleared, the maximum detection delay time of the STDE occupancy status will end. Then the head screening operation is determined to be successful and the train completes the head screening.
[0104] The STDE boundary endpoints include the axle counting head and the track circuit insulation joint;
[0105] STDE clearing means that there are no trains or other objects in the track section monitored by STDE;
[0106] The filtering distance is the length of the shortest train running on the line minus the distance from the train coupler end face to the length of the second axle on the first bogie at the corresponding end.
[0107] Step S6: After completing the head screening operation, the train resumes operation in CBTC mode.
[0108] If the above methods are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.
[0109] Example 2
[0110] This embodiment discloses a train enhanced screening method based on autonomous sensing equipment. This train enhanced screening method includes two screening modes: train head screening and train tail screening. This embodiment aims to disclose the train tail screening mode. It reuses the autonomous sensing equipment (APS) used for obstacle detection in the existing system. Through the interaction between the APS and the on-board controller (CC), the APS sends the obstacle-free point information behind the train to the CC. After the CC detects that the obstacle-free point behind the train is consistent with the current train safety positioning information, it sends it to the area controller (ZC). The ZC performs the train tail screening operation based on the train safety positioning information, the obstacle-free point information behind the train, the occupancy status of the secondary detection equipment (STDE), etc., and quickly completes the tail screening (referred to as tail screening) to restore the train moving block tracking operation mode behind the train.
[0111] The enhanced screening method at the rear of the train is shown in Figure 2.
[0112] Step F1: After the non-communication vehicle restores communication, the entire operating line is modeled using the rear APS to achieve mapping between the entire line modeling coordinate system and the signal system line map coordinate system.
[0113] Step F2: Use ZC to determine if other trains are at the tail. If so, determine that tail screening is required and continue with subsequent steps. Otherwise, end the screening and put the tail APS into standby mode.
[0114] Step F3 involves real-time monitoring of the turnout identification number and turnout location information within the detection range of the tail screen behind the train's running path using the tail CC.
[0115] When using the tail CC for real-time monitoring, the tail CC sends all turnout identification numbers and turnout positions within the detection range of the tail screen along the train's running path to the tail APS. If the number of turnouts within the detection range of the tail screen exceeds the maximum allowable number of turnouts to be sent, the turnout information of the maximum allowable number of turnouts to be sent will be sent in order from nearest to farthest.
[0116] As shown in Figure 11, in this embodiment, the tail screen detection distance D RSD Factors to consider include the maximum safe detection range of the APS.
[0117] Step F4: Using the rear APS, detect the train behind in real time, and combine the turnout identification number and turnout position information to calculate the coordinates of the barrier-free point, and map the coordinates of the barrier-free point to the coordinates of the signal system line map.
[0118] When the rear APS detects trains behind in real time and calculates the coordinates of the barrier-free point by combining the turnout identification number and turnout position information, the same as the rear detection will result in five situations.
[0119] 1. No other trains were detected within the actual detection range of the rear APS, and there were no switches within the actual detection range of the rear APS. The coordinates of the obstacle-free point behind were calculated based on the coordinates of the APS equipment and the actual detection range of the rear APS.
[0120] 2. If no other trains are detected within the actual detection range of the rear APS, and there is a turnout within the actual detection range of the rear APS, then the coordinates of the unobstructed point behind are calculated based on the coordinates of the APS equipment, the actual detection range of the rear APS, the turnout identification number, and the turnout position.
[0121] 3. If other trains are detected within the actual detection range of the rear APS, and there are no switches within the actual detection range of the rear APS, then the coordinates of the unobstructed point behind are calculated based on the coordinates of the APS equipment and the detected distance between the current train and the train behind.
[0122] 4. If other trains are detected within the actual detection range of the rear APS, and there is a turnout within the actual detection range of the rear APS, if the position of the turnout indicates that the train behind is not on the current train's running path, then it is determined that the detected train behind has no impact on the current train. The coordinates of the unobstructed point behind are calculated based on the coordinates of the APS equipment, the actual detection range of the rear APS, the turnout identification number, and the turnout position.
[0123] 5. If other trains are detected within the actual detection range of the rear APS, and there is a turnout within the actual detection range of the rear APS, and the position of the turnout indicates that the train behind is on the current train's running path, then it is determined that the detected train behind has an impact on the current train. The coordinates of the unobstructed point behind are calculated based on the coordinates of the APS equipment, the detected distance between the current train and the train behind, the turnout identification number, and the turnout position.
[0124] The above five scenarios can handle most situations where tail screening is performed after train startup. If an unforeseen situation is encountered, the coordinates of the obstacle-free point cannot be accurately calculated, so the enhanced screening method disclosed in this embodiment is abandoned, and the existing tail screening operation is performed by ZC determination.
[0125] Step F5: Use the rear CC to detect the train's safe positioning coordinates and compare whether the obstacle-free point is consistent with the train's safe positioning coordinates.
[0126] Step F6: Based on the accessibility point, train safety positioning, and STDE occupancy status, perform the train tail screening operation via ZC.
[0127] Similar to the head screen, the tail screen has two cases:
[0128] 1. Calculate the coordinates of the barrier-free point in real time. If the coordinates of the barrier-free point are kept beyond the STDE boundary endpoint and the train is cleared from the STDE, the maximum detection delay time of the STDE occupancy state will end. The tail screening operation will be judged to be successful and the train will complete the tail screening.
[0129] 2. Calculate the coordinates of the barrier-free point in real time. If the coordinates of the barrier-free point do not cross the STDE boundary endpoint, the distance between the coordinates of the barrier-free point and the STDE boundary endpoint is less than the screening distance, and the train is in the STDE clearing state, until the maximum detection delay time of the STDE occupancy state ends, it is determined that the tail screening operation is successful and the train completes the tail screening.
[0130] Step F7 completes the tail screen operation, restores the following train moving block tracking operation mode, and puts the tail APS into standby working state.
[0131] If the above methods are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.
[0132] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.
Claims
1. A train enhancement screening method based on autonomous sensing equipment, characterized in that, The method includes: After communication is restored on non-communication trains, the autonomous sensing device at the head of the train is used to model the entire line of operation and establish a two-way mapping between the entire line modeling coordinate system and the signal system line map coordinate system. The head-mounted controller monitors in real time the turnout identification number and turnout location information within the detection range of the head-mounted screen ahead of the train's running path. The system uses a head-mounted autonomous sensing device to detect trains ahead in real time, and combines this with turnout identification numbers and turnout location information to calculate the coordinates of the barrier-free point, and then maps the coordinates of the barrier-free point to the coordinates of the signal system line map. The train's safe positioning coordinates are obtained by using the head-mounted controller, and the consistency between the obstacle-free point and the train's safe positioning coordinates is compared. Based on the coordinates of the unobstructed point ahead, the train's safe positioning coordinates, and the occupancy status of the secondary detection equipment, the train head screening operation is executed through the area controller. After the initial screening operation is completed, the train resumes operation in CBTC mode.
2. The train enhancement screening method based on autonomous sensing equipment according to claim 1, characterized in that, Independent autonomous sensing devices and on-board controllers are installed at both ends of the train. The autonomous sensing devices at the same end communicate securely with the on-board controller at the same end to identify the front of the train on the side of the running direction as the head and the other side as the tail.
3. The train enhancement screening method based on autonomous sensing equipment according to claim 1, characterized in that, When using the head-mounted controller for real-time monitoring, the head-mounted controller sends all turnout identification numbers and turnout positions within the head-screen detection range along the train's running path to the head-end autonomous sensing device. If the number of turnouts within the head-screen detection range exceeds the maximum allowed number of transmissions, then the maximum allowed number of turnout information is sent in order from nearest to farthest.
4. The train enhancement screening method based on autonomous sensing equipment according to claim 1, characterized in that, The formula for calculating the detection distance of the head sieve includes: D FSD =D max_APS_Detect +(T1+T2)×V max , Among them, D max_APS_Detec T1 represents the maximum safe detection distance of the autonomous sensing device, T2 represents the validity period of the safe communication data between the autonomous sensing device and the vehicle controller, and V represents the validity period of the safe communication data between the vehicle controller and the autonomous sensing device. max This indicates the maximum permitted train speed on the line.
5. The train enhancement screening method based on autonomous sensing equipment according to claim 1, characterized in that, The process of calculating the coordinates of the barrier-free point includes: If no other trains are detected within the actual detection range of the autonomous head sensing device, and there are no switches within the actual detection range of the autonomous head sensing device, then the coordinates of the obstacle-free point ahead are calculated based on the device coordinates and the actual detection range of the autonomous head sensing device ahead. If no other trains are detected within the actual detection range of the autonomous head sensing device, and there is a turnout within the actual detection range of the autonomous head sensing device, the coordinates of the unobstructed point ahead are calculated based on the device coordinates, the actual detection range of the autonomous head sensing device ahead, the turnout identification number, and the turnout position. If the autonomous head-mounted sensor detects trains ahead, and other trains are detected within the actual detection range of the autonomous head-mounted sensor, and there are no switches within the actual detection range of the autonomous head-mounted sensor, then the coordinates of the unobstructed point ahead are calculated based on the coordinates of the autonomous head-mounted sensor and the distance between the current train and the train ahead. If the head-mounted autonomous sensing device detects trains ahead, and other trains are detected within the actual detection range of the head-mounted autonomous sensing device, and there is a turnout within the actual detection range of the head-mounted autonomous sensing device, if the position of the turnout indicates that the train ahead is not on the current train's running path, then it is determined that the detected train ahead has no impact on the current train. The coordinates of the unobstructed point ahead are calculated based on the coordinates of the autonomous sensing device, the actual detection range of the head-mounted autonomous sensing device, the turnout identification number, and the turnout position. The system detects trains ahead using a head-mounted autonomous sensing device. If other trains are detected within the actual detection range of the head-mounted autonomous sensing device, and there is a turnout within that range, and the position of the turnout indicates that the train ahead is on the current train's path, then it is determined that the detected train ahead has an impact on the current train. The coordinates of the unobstructed point ahead are calculated based on the coordinates of the autonomous sensing device, the detected distance between the current train and the train ahead, the turnout identification number, and the turnout position.
6. The train enhancement screening method based on autonomous sensing equipment according to claim 1, characterized in that, The occupancy status of the secondary detection equipment refers to whether the track section monitored by the secondary detection equipment is occupied by a train or other objects. The secondary detection equipment includes an axle counter and a track circuit.
7. The train enhancement screening method based on autonomous sensing equipment according to claim 1, characterized in that, The head screening process includes: The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point are kept beyond the boundary endpoint of the secondary detection equipment in front of the train and the secondary detection equipment in front of the train is cleared, the maximum detection delay time of the secondary detection equipment occupancy state will end. The first screening operation is then determined to be successful and the train completes the first screening.
8. The train enhancement screening method based on autonomous sensing equipment according to claim 1, characterized in that, The head screening process also includes: The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point do not cross the boundary endpoint of the secondary detection device in front, the distance between the coordinates of the barrier-free point and the boundary endpoint of the secondary detection device in front is less than the screening distance, and the secondary detection device in front of the train is in a cleared state, the maximum detection delay time of the secondary detection device occupancy state will end, and the first screening operation will be determined to be successful, and the train will complete the first screening.
9. A train enhancement screening method based on autonomous sensing equipment according to claim 7 or 8, characterized in that, The boundary endpoints of the secondary detection equipment include the axle counting head and the track circuit insulation joint.
10. A train enhancement screening method based on autonomous sensing equipment according to claim 7 or 8, characterized in that, The term "secondary detection equipment clearing" refers to the absence of trains or other objects within the track section monitored by the secondary detection equipment.
11. The train enhancement screening method based on autonomous sensing equipment according to claim 8, characterized in that, The screening distance is the shortest train length running on the line minus the distance from the coupler end face of another car to the second axle on the first bogie of the nearest adjacent car.
12. A train enhancement screening method based on autonomous sensing equipment, characterized in that, The method includes: After communication is restored for non-communication trains, the entire line of operation is modeled using the autonomous sensing equipment at the rear, and the coordinate system of the entire line model is mapped to the coordinate system of the signal system line map. The area controller determines whether other trains are at the tail end. If so, it determines that a tail screening operation is required and continues to execute subsequent steps. Otherwise, the screening ends and the tail autonomous sensing device enters standby mode. The tail-mounted controller monitors in real time the turnout identification number and turnout location information within the detection range of the tail screen behind the train's running path. Using the rear-end autonomous sensing device, the system detects trains behind in real time, and calculates the coordinates of the barrier-free point by combining the switch identification number and switch position information, and maps the coordinates of the barrier-free point to the coordinates of the signal system line map. The rear-mounted controller is used to detect the train's safe positioning coordinates and to compare whether the obstacle-free point is consistent with the train's safe positioning coordinates. Based on the accessibility points, train safety positioning, and the occupancy status of secondary detection equipment, the train tail screening operation is executed through the area controller. After completing the tail screening operation, the train movement block tracking operation mode is restored and the tail autonomous sensing equipment is put into standby mode.
13. The train enhancement screening method based on autonomous sensing equipment according to claim 12, characterized in that, When using the tail-end onboard controller for real-time monitoring, the tail-end onboard controller sends all turnout identification numbers and turnout positions within the detection range of the tail screen along the train's running path to the tail-end autonomous sensing device. If the number of turnouts within the detection range of the tail screen exceeds the maximum allowable number of turnouts to be sent, the turnout information of the maximum allowable number of turnouts to be sent is sent in order from nearest to farthest.
14. The train enhancement screening method based on autonomous sensing equipment according to claim 12, characterized in that, The factors considered for the tail screen detection distance include the maximum safe detection distance of the autonomous sensing device.
15. The train enhancement screening method based on autonomous sensing equipment according to claim 12, characterized in that, The process of calculating the coordinates of the barrier-free point includes: If no other trains are detected within the actual detection range of the rear autonomous sensing device, and there are no switches within the actual detection range of the rear autonomous sensing device, then the coordinates of the obstacle-free point are calculated based on the device coordinates and the actual detection range of the rear autonomous sensing device. If no other trains are detected within the actual detection range of the rear autonomous sensing device, and there is a turnout within the actual detection range of the rear autonomous sensing device, then the coordinates of the obstacle-free point are calculated based on the device coordinates, the actual detection range of the rear autonomous sensing device, the turnout identification number, and the turnout position. If the rear autonomous sensing device detects trains behind it, and other trains are detected within the actual detection distance of the rear autonomous sensing device, and there are no switches within the actual detection distance of the rear autonomous sensing device, then the coordinates of the obstacle-free point are calculated based on the device coordinates of the autonomous sensing device and the detected distance between the current train and the train behind it. If a train is detected behind the train by the rear autonomous sensing device, and another train is detected within the actual detection distance of the rear autonomous sensing device, and there is a switch within the actual detection distance of the rear autonomous sensing device, if the position of the switch indicates that the train behind is not on the current train's running path, then it is determined that the detected train has no impact on the current train. The coordinates of the obstacle-free point are calculated based on the coordinates of the autonomous sensing device, the actual detection distance of the rear autonomous sensing device, the switch identification number, and the switch position. If a train is detected behind the vehicle using the rear-end autonomous sensing device, and another train is detected within the actual detection range of the rear-end autonomous sensing device, and there is a switch within the actual detection range of the rear-end autonomous sensing device, and the position of the switch indicates that the train behind is on the current train's running path, then it is determined that the detected train has an impact on the current train. The coordinates of the obstacle-free point are calculated based on the coordinates of the autonomous sensing device, the detected distance between the current train and the train behind, the switch identification number, and the switch position.
16. The train enhancement screening method based on autonomous sensing equipment according to claim 12, characterized in that, The tail screening process includes: The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point are kept beyond the boundary endpoint of the secondary detection equipment and the secondary detection equipment of the train is cleared, the maximum detection delay time of the secondary detection equipment occupancy state will end. The tail screening operation is then determined to be successful and the train completes the tail screening.
17. The train enhancement screening method based on autonomous sensing equipment according to claim 12, characterized in that, The tail screening process also includes: The coordinates of the barrier-free point are calculated in real time. If the coordinates of the barrier-free point do not cross the boundary endpoint of the secondary detection equipment, the distance between the coordinates of the barrier-free point and the boundary endpoint of the secondary detection equipment is less than the screening distance, and the train is in the cleared state of the secondary detection equipment, the maximum detection delay time of the secondary detection equipment occupancy state will end. Then the tail screening operation is determined to be successful and the train completes the tail screening.