TACS Train Interval Protection via Onboard Zone Calculation
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Solution Overview
Problem
Conventional communication-based train control (CBTC) systems in rail transit have inefficiencies in train-ground communication, leading to low space and time utilization, and do not effectively manage real-time interval protection between trains.
Innovation Solution
A train autonomous control system (TACS) based on train-to-train communication, where carborne controllers calculate and manage train guaranteed zones and resource allocation, simplifying wayside equipment and improving resource management and safety interval protection.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Productivity
If a conventional CBTC system with ground equipment is used for train control, then train-ground communication can be established, but communication efficiency is low and space utilization is low
Solution Approach 1:
The patent extracts the core control function from ground equipment and relocates it to onboard equipment. The wayside equipment no longer performs complex control calculations but only provides basic service functions, thereby improving communication efficiency and reducing ground equipment complexity while maintaining train control capability
Solution Approach 2:
The onboard equipment autonomously calculates movement authority and performs interval protection control without relying on ground equipment for these functions. The train independently manages its own control decisions based on received service information, achieving self-service and eliminating the need for complex ground-based control processing
2Reliability
If wayside equipment collects and calculates train information for interval protection, then interval protection can be provided, but time utilization is low
Solution Approach 1:
The interval protection calculation function is extracted from wayside equipment and transferred to onboard equipment. The wayside equipment only collects and transmits basic train information, while the onboard equipment performs real-time interval protection calculations, significantly improving time utilization while maintaining protection reliability
Solution Approach 2:
Instead of ground equipment actively collecting and calculating train information for protection, the system inverts the approach by having onboard equipment autonomously calculate protection based on service information received from wayside. This inversion enables real-time processing and improves time utilization
3Productivity
If train-to-train communication is implemented for autonomous control, then resource management is improved, but communication between trains must be reliably established
Solution Approach 1:
The wayside equipment serves as an intermediary that provides service information to trains, while trains communicate directly with each other for control decisions. This intermediary approach enables reliable resource management through centralized information distribution while maintaining direct train-to-train communication for autonomous control
Solution Approach 2:
The system segments communication functions into two parts: service information transmission through wayside equipment and control negotiation through direct train-to-train communication. This segmentation allows resource management efficiency to be improved through direct train communication while reliability is maintained through the structured intermediary information channel
Data Source
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AI summary
The present disclosure relates to a train autonomous control system (TACS) based method for train interval protection control, and an apparatus for the method. The method includes: step one: receiving, by a carborne controller (CC), a train operation command sent by an automatic train supervision (ATS) system to obtain a movement mission; step two: calculating, by the CC, a train guaranteed zone in real time according to information of train localization, car characteristics, and carborne controller characteristics; step three: calculating, by the CC, track resources required to be used in combination with current mission information according to the train guaranteed zone, and requesting to a wayside information control (WSIC) for information of collided trains occupying these track resources; and step four: sending, by the WSIC, a list of the collided trains on the track resources required to be used to the CC according to information of the track resources required to be occupied by a train on a whole line. Compared to the prior art, the present disclosure has the advantages of high operation efficiency, communication resource saving, reliability, safety, etc.