Train On-Board Controller Vehicle-Vehicle Communication MA Calculation
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Solution Overview
Problem
The traditional communication-based train control (CBTC) systems rely heavily on ground equipment for train control, leading to complex system structures, high maintenance costs, and reduced data instantaneity, affecting train running efficiency and safety, particularly in calculating the movement authority (MA) for autonomous train operation.
Innovation Solution
An automatic train protection method based on vehicle-vehicle communication, where trains determine and communicate with object controllers to obtain necessary information for calculating their own movement authority, ensuring accurate MA calculation and improved safety and efficiency by reducing reliance on ground equipment.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If traditional CBTC system uses ground control with ZC and CI equipment, then train control and sequencing can be achieved, but system structure becomes complex and maintenance becomes difficult
Solution Approach 1:
The patent extracts the ZC and CI functions from ground equipment and relocates them to the VOBC on the train. This removes the complex ground-based control infrastructure while maintaining the essential train control and sequencing functions, thereby reducing system complexity and maintenance burden while preserving control reliability.
Solution Approach 2:
The train's VOBC performs train sequencing and control calculations autonomously based on received position and speed information from front trains, rather than relying on ground-based ZC equipment. This self-service approach eliminates the need for complex ground control infrastructure while maintaining safe and reliable train operation.
2Reliability
If traditional CBTC system uses ground control architecture, then train sequencing can be implemented, but data interaction becomes cumbersome and data instantaneity decreases
Solution Approach 1:
The patent extracts the data processing and train sequencing functions from ground equipment to the train's VOBC. This enables direct calculation of movement authority based on real-time position and speed data from front trains, eliminating the time-consuming ground-based data interaction loop and improving data instantaneity while maintaining sequencing capability.
Solution Approach 2:
Instead of ground equipment collecting data from trains and processing control decisions, the patent inverts the architecture so that trains autonomously calculate their own control parameters based on received information from front trains. This inversion dramatically reduces data interaction delay and improves real-time responsiveness.
3Ease of manufacture
If train calculates MA by itself based on vehicle-vehicle communication, then construction and maintenance costs are reduced, but accuracy of MA calculation becomes critical and challenging
Solution Approach 1:
The patent implements a feedback mechanism where the VOBC continuously receives position, speed, and identification data from front trains, and uses this real-time feedback to dynamically calculate and adjust movement authority. This ensures accurate MA calculation despite the decentralized architecture, maintaining safety while reducing infrastructure costs.
Solution Approach 2:
The system performs preliminary identification and classification of front trains (distinguishing between communication-capable and non-communication trains) before calculating movement authority. This preliminary action ensures that the MA calculation accounts for all potential hazards on the track, maintaining precision while using cost-effective vehicle-vehicle communication.
Data Source
AI summary
The present invention provides an automatic train protection method, a vehicle on-board controller and a train based on vehicle-vehicle communication. The method includes: after a present train runs onto a main track, determining an OC with which the present train needs to establish communication; communicating, by the present train, with the OC to obtain train identifiers of all trains within the jurisdiction of the OC; respectively communicating, by the present train, with the train corresponding to each train identifier to obtain current running information of the train corresponding to each train identifier; identifying a front communication neighbor train of the present train; determining that no hidden train exists between the present train and the front communication neighbor train; and calculating current movement authority MA of the present train according to the current position information of the present train and of the front communication neighbor train.