13 results about "Automatic train protection" patented technology

The application provides a vehicle-mounted control system, comprising: a first module, used for logical processing of a vehicle-mounted device connected with a train automatic protection system, and logical processing of train control and automatic overspeed prevention algorithms; a second module, used for logical processing of automatic operation control of a train; a third module, having functions of the first module and the second module; and a switching module, connected with the first module, the second module and the third module respectively, used for switching between the first module, the second module and the third module according to configuration requirements, and determining a target module working normally. The vehicle-mounted control system provided by the application realizes flexible configuration of deep fusion and independent deployment of ATP and ATO by deploying the first module integrating the function of ATP, the second module integrating the function of ATO and the third module integrating the functions of ATP and ATO on the same hardware platform, thereby reducing the volume of a vehicle-mounted signal cabinet and improving the availability of the vehicle-mounted control system.

The invention discloses a train positioning system and method. The system comprises a multi-source active positioning device used for acquiring first train position data based on a first positioning mode and second train position data based on a specific positioning system; the ground vibration detection equipment serves as section occupation detection equipment and is used for acquiring and transmitting third train position data; the ground vibration detection equipment and the vehicle-mounted controller establish a vehicle-ground decoupling communication link; and the automatic train protection system is used for realizing active calculation of train positions and continuous maintenance of a positioning state based on switched effective information sources by performing priority-configurable multi-information-source autonomous switching among the first train position data, the second train position data and the third train position data. The system can improve the vehicle-mounted positioning reliability, unify the ground positioning precision, and improve the line resource utilization rate.

This invention discloses a method for repositioning a train after stopping at a station, relating to the field of train skipping technology. This invention pre-acquires information about the train stopping at the station, including the distance to the target and the protection distance. Combined with OC (Operational Control Center) and ATP (Automatic Train Protection) information exchange with the following train, it obtains the locking distance that allows for timely stopping and achieves the shortest locking distance, thus greatly improving the timing of the train skipping backward for repositioning after stopping at the station.

The embodiment of the invention provides a speed limit curve calculation method and system based on multi-parameter fusion, and the method comprises the steps: obtaining train multi-source data through a GNSS / INS module, a laser radar, and / or a signal machine, carrying out the preprocessing and space-time alignment of the multi-source data, carrying out the data validity verification, and obtaining the final train multi-source data; inputting the train multi-source data into a risk prediction model LSTM, and performing risk calculation on the train multi-source data by adopting a dynamic fusion algorithm through the LSTM to obtain a risk level of the train; and generating a segmented speed limit curve based on the risk level and a multi-level braking strategy, executing a speed limit instruction through an automatic train protection (ATP) system based on the segmented speed limit curve, and feeding back a control result.

This invention discloses a method, apparatus, electronic device, and storage medium for tracking train positions. The method includes: collecting equipment status information of a physical section via trackside equipment; immediately determining if there is a communication anomaly between the LC (Train Control Center) and the Automatic Train Protection (ATP) device of the target train, and recording the last position reported by the ATP device before the first instance; calculating the farthest running position of the target train based on the last position; calculating the running trajectory of the target train using the farthest running position; and tracking the target train's position based on the running trajectory. This invention solves the technical problem in related technologies where train positions cannot be tracked when there is a communication anomaly between the LC and the train's ATP device. Knowing the train's running position allows for the topological reconstruction of the train's preceding and following positions, facilitating the tracking of subsequent trains and improving operational efficiency and intervals.

A method for operating rail vehicles in a traffic network, which includes a reserved operating area that is reserved for the rail vehicles and a shared operating area which is shared with traffic participants other than the rail vehicles. A computer-assisted method for train control is performed automatically in the reserved operating area. The method for automatic train control is also performed in a computer-assisted manner in the shared operating area, wherein automatic train protection does not take place but automatic operation and supervision do take place. Using a range of functions modified thus, continuous train tracking is advantageously realized. There are also described a traffic network for operating rail vehicles, a rail vehicle for operation in a traffic network, and a computer program and an associated delivery device.

This invention relates to an ATS (Automatic Train Protection) dynamic linkage control system, method, device, and medium. The system includes a multi-channel information source module, a multi-dimensional information matrix module, a dynamic linkage engine, and an interaction management module. The multi-channel information source module receives external information source data and outputs the received information to the multi-dimensional information matrix module. The multi-dimensional information matrix module establishes a multi-dimensional information matrix and outputs it to the dynamic linkage engine. The dynamic linkage engine triggers linkage triggers based on changes in the multi-dimensional information matrix. The interaction management module outputs operator feedback on information requiring confirmation to the linkage triggers. Compared with existing technologies, this invention has advantages such as not specifically defining information sources, allowing for expansion as needed; the multi-dimensional information matrix can be customized and identify the interrelationships between various information types, resulting in flexible linkage; and the use of manual intervention avoids unexpected actions that interfere with user processing.

The invention provides a method and system for achieving communication between coupled trains of a single-end single-control architecture and application of the method, and the method comprises the steps that after two train sets complete mechanical coupling, communication end vehicle-mounted ATPs of the two train sets obtain the unique identification of the communication end of an opposite train coupled with the train through a TCMS system vehicle-mounted network; the information is used as information of a start detection frame, and interaction of the start detection frame of the two train groups is realized based on the vehicle-mounted communication controller; the vehicle retrieves a static IP and a port configured in the data by using the cross-train communication type identifier, generates two detection IPs according to the static IP by combining the sub-network numbers of the two train groups respectively, and then forwards a start detection frame to the two detection IPs respectively; when the vehicle-mounted communication controller receives the feedback information, the detection activity is stopped, the detection IP of the feedback information is determined and serves as the cross-train communication IP of the vehicle, and the other detection IP is the cross-train communication IP of the opposite train; and the two trains use the cross-train communication IP to complete the real-time communication establishment of the two trains.

The invention relates to a train movement authorization anomaly detection method based on artificial intelligence. The method comprises the steps that movement authorization data are acquired through a train control system; the movement authorization data are input into a train movement authorization anomaly detection model, a train movement authorization anomaly detection result is output, the train movement authorization anomaly detection model carries out preliminary screening on the movement authorization data, the screened data are decomposed into periodic components and seasonal components, and the periodic components and the seasonal components are used for detecting the movement authorization data; and performing autocorrelation feature analysis on the periodic components to obtain periodic features, and aggregating the screened data, the seasonal components and the periodic features. According to the method, the movement authorization data on the train are obtained, anomaly detection is carried out, the detection result is sent to the automatic train protection system (ATP), different responses are made for different anomalies, and the running safety of the train is guaranteed.

A method for train overspeed automatic protection in single-line railway section, comprising: after a train enters a track circuit information area of the single-line railway section, receiving a roof speed monitoring transition instruction provided by a transponder group, the train entering a roof speed monitoring mode, and controlling the train according to a first preset rule to prevent the train from overspeeding; when the train enters a track circuit section outside a station entrance, receiving track circuit information near the track circuit section, and receiving a target distance curve monitoring transition instruction provided by a passive transponder group, the train entering a target distance curve monitoring mode from the roof monitoring mode, and controlling the train according to a second preset rule to prevent the train from overspeeding and from advancing to a forbidden signal. The present application realizes train overspeed automatic protection in single-line railway section through regional roof speed monitoring and target distance curve monitoring, and the section does not need to be provided with a through track circuit to provide train permission information, thereby ensuring safe train operation and saving investment.

The application relates to the field of rail transit technology, in particular to a bolt pre-tightening force monitoring and loosening early warning method for a speed sensor of an ATP (Automatic Train Protection) system based on visual perception, compared with the prior art, according to the method, the equivalent stress of the bolt under the pre-tightening force reduction condition when the initial pre-tightening force and the beginning loosening are more accurately obtained. The application obtains a color chart of multiple gravity-induced color-changing materials under certain stress conditions; a ring groove is formed on the free end surface of a nut or the free end surface of a bolt in a precision machine, a ring made of the multiple gravity-induced color-changing materials is arranged in the ring groove, the pre-tightening force size is simply and effectively predicted or the bolt loosening is monitored, and the function completeness, safety and stable operation of the equipment are guaranteed.

This invention discloses a parking lot train auxiliary positioning system based on QR code recognition, comprising: QR code tags installed on the front and rear ends of the train; a first reader installed at end A of the parking track for scanning the QR code tags at one end of the train; a second reader installed at end B of the parking track for scanning the QR code tags at the other end of the train; a signal installed below each of the first and second readers; a central controller system installed in a control room, connecting the first and second readers, for information identification; and a trackside ATP (Automatic Train Protection) system installed in the control room, connected to the central controller system, for sending auxiliary positioning start / stop commands to the central controller system; wherein the QR code tag contains the train number information of the train it belongs to. A parking lot train auxiliary positioning method based on QR code recognition is also disclosed. This method can quickly and accurately obtain train positioning.

The invention provides a train protection speed curve optimization method based on a traction level limit proportion, and the method comprises the steps: transmitting a traction limit mode instruction and the traction level limit proportion to an ATO (automatic train operation) by an ATP (automatic train protection) when a train enters a preset traction limit area in an electronic map and the running directions of the train are consistent; and the ATO periodically feeds back a traction control state after receiving, the ATP performs condition inspection in real time, and the traction limiting mode is confirmed to be effective after the inspection is passed. The ATP dynamically calculates a train protection speed curve according to the traction level limiting proportion, and the ATO synchronously calculates an optimized running speed curve and limits an output traction level instruction. Once the condition is not satisfied or the train travels away from the restricted area, the system exits the restricted mode. According to the method, by introducing the traction level limit proportion, the difference between the protection speed and the line civil engineering speed limit when the train laterally passes through the turnout is reduced, so that the running speed of the train passing through the limited area is increased on the premise of ensuring safety, and the running efficiency of the train is improved.