Moving block train operation control method and system based on train autonomous positioning
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Solution Overview
Problem
The existing train operation control systems, such as CTCS-3, rely on ground-based devices for train positioning and communication, limiting the implementation of moving block control due to the restriction of rail circuits, and there is a need for enhanced train positioning and communication to meet increasing high-speed railway capacity demands.
Innovation Solution
Implementing train autonomous positioning using satellite navigation and train-to-train communication to calculate movement authority and target distance curves, reducing the reliance on ground-based devices and enabling direct train-to-train communication for improved control.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If ground-based rail circuit and transponder systems are used for train positioning and occupation detection, then train positioning can be implemented, but the system complexity increases and moving block control cannot be achieved due to rail circuit restrictions
Solution Approach 1:
The patent extracts the positioning function from the ground-based rail circuit system and relocates it to the train-mounted device. The train autonomously determines its position using satellite navigation receivers and onboard computers, eliminating the need for rail circuits and ground-based occupation detection systems. This extraction resolves the contradiction by maintaining positioning reliability while reducing system complexity.
Solution Approach 2:
The patent replaces the mechanical/electrical rail circuit system with an electronic satellite navigation-based positioning system. Instead of using physical rail circuits to detect train occupation, the system uses satellite signals processed by train-mounted receivers and computers. This substitution eliminates the limitations of rail circuits and enables moving block control while reducing infrastructure complexity.
2Productivity
If quasi-moving block control is implemented using CTCS-3 level system with RBC and movement authority, then train safety interval is reduced, but moving block cannot be achieved because target braking points remain outside zones occupied by leading trains
Solution Approach 1:
The patent implements direct train-to-train communication where the current train receives real-time position and status information from the leading train. This feedback mechanism allows the current train to dynamically adjust its movement authority and target braking points based on the actual position of the leading train, enabling the braking point to be positioned within the leading train's occupied zone. This resolves the contradiction by achieving moving block control while maintaining safety.
Solution Approach 2:
The system performs preliminary calculation of movement authority and target distance curves using real-time data from the leading train before the current train reaches the braking point. This allows the control system to proactively determine the optimal braking point within the leading train's occupied zone, rather than reacting after the train has already passed the zone boundary, thereby achieving true moving block control.
3Productivity
If train-mounted device calculates movement authority and target distance curve using train-to-train communication, then system work efficiency improves and construction costs reduce, but the capability of train-mounted device must be significantly enhanced
Solution Approach 1:
The train-mounted device is designed with multi-functionality, integrating satellite navigation reception, autonomous positioning calculation, train-to-train communication, movement authority calculation, and target distance curve generation. By consolidating these functions into a single universal device, the system improves work efficiency and reduces ground infrastructure while the enhanced train-mounted device handles all control functions autonomously.
4Adaptability or versatility
If satellite navigation is used for autonomous train positioning, then rail circuit can be canceled and moving block implemented, but positioning accuracy must be sufficient for safety-critical train control
Solution Approach 1:
The patent applies beforehand cushioning by establishing confidence intervals and safety margins around the satellite positioning data. The system calculates the train's position with consideration of potential satellite positioning errors, creating a safety buffer zone. This allows the system to use satellite navigation for autonomous positioning while maintaining the high precision required for safety-critical train control by compensating for potential positioning inaccuracies through conservative safety calculations.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Enhances train control efficiency, reduces system complexity and costs, and ensures safer and more efficient data transmission by integrating train-mounted devices for autonomous positioning and integrity detection, allowing for moving block control.
Implementation Method 1
calculating, by the train-mounted device, real-time position and speed information of the train by using a Beidou satellite receiver
Implementation Method 2
performing position correction by using differential information provided by a differential base station
Data Source
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AI summary
The present invention relates to a moving block train operation control method and system based on train autonomous positioning, where the method is centered on a train-mounted device, autonomous positioning and integrity checking are implemented for the train-mounted device through satellites, and a movement authority and a target distance curve are calculated according to a real-time position, speed, and line state of a preceding train and in combination with train-to-train communication train safety protection technology, thereby achieving moving block. Compared with the prior art, the present invention has the advantages that line use efficiency, system work efficiency and operation efficiency are improved, a quantity of railside devices is reduced, and system construction and maintenance costs are reduced.