ZONE CONTROLLER (ZC) BOUNDARY HANDOVER MANAGEMENT METHOD FOR COUPLED TRAINS

Abstract

The present disclosure relates to a zone controller (ZC) boundary handover management method for coupled trains. The coupled trains include a master-control train for obtaining movement authorization of ZCs and multiple non-master-control trains by coupling. The method includes: one ZC determines a safety positioning zone of a train according to a position message transmitted by the train, calculates time delay protection and a time delay protection sequence thereof and transmits a message to an adjacent ZC; the ZC creates a train set according to the position message of the train therein and the message transmitted by the adjacent ZC, calculates a valid movement authorization and variable information for the master-control train, concatenates adjacent movement authorization and variable information together and transmits the concatenated movement authorization and variable information to the master-control train as a running basis.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a National Stage of International Application No. PCT/CN2022/130615 filed on Nov. 8, 2022, which claims priority to Chinese Patent Application No. 202211144494.1 filed on Sep. 20, 2022. Both of the aforementioned applications are hereby incorporated by reference in their entireties.

TECHNICAL FIELD

The present disclosure relates to an automatic train protection system operation management method, and particularly relates to a zone controller (ZC) boundary handover management method for coupled trains.

BACKGROUND

A core “automatic train protection system” (ATP) of a communication-based train control system (CBTC) consists of a trackside part and an on-board part, wherein the trackside part is also called a zone controller (ZC) which is mainly responsible for obtaining trackside equipment and train information, and creating train time delay protection based on the information, thereby orderly managing all the trains on lines.

In a full-automatic operation control system, more attention is paid to online coupling and decoupling of trains according to the demands of operation staff for efficiency improvement and flexible train formation. When coupled together through a physical coupler, two trains respectively transmit positioning information to ZCs although the two trains are controlled by on-board equipment of the first train. For the case of “information decentralization, control centralization”, when managing coupled trains, especially managing the coupled trains to cross a boundary, the ZCs should ensure ordered train sequencing and also ensure that control information before the trains cross the boundary and information after the trains cross the boundary are consistent.

The ZCs realize handover management of the coupled trains crossing the boundary, so that the full-automatic operation control system is compatible with the running of the coupled trains, thereby increasing train formation flexibility in the full-automatic operation control system, improving operation efficiency and better meeting the requirement for “energy conservation and emission reduction”.

SUMMARY

To achieve the goal, the present disclosure provides a zone controller (ZC) boundary handover management method for coupled trains, the coupled trains include a master-control train for obtaining movement authorization of ZCs and multiple non-master-control trains by coupling, and the master-control train takes the acquired movement authorization as a running basis of the coupled trains, and the method comprises the following operations:

• • Operation A, determining, by each ZC, a safety positioning zone of each train among the coupled trains according to a position message transmitted by the train;
  • Operation B, when the safety positioning zone of each train among the coupled trains has an intersection with one ZC area among the ZCs, calculating, by each ZC located within the intersection, time delay protection of each train according to the safety positioning zone of the train, and determining a train time delay protection sequence;
  • Operation C, when a movement authorization of the master-control train reaches a ZC boundary, transmitting, by two adjacent ZCs on two sides of the ZC boundary, handover messages to each other according to the train time delay protection sequences thereof, wherein the handover message specifically contains a train sequence, the position message, the movement authorization and variable information;
  • Operation D, creating, by the two adjacent ZCs, a train set according to the position messages of the trains located within the ZCs and the messages transmitted from each other; and
  • Operation E, calculating, by at least one ZC between the two adjacent ZCs, a valid movement authorization and variable information for the master-control train in the train set, concatenating, by the two adjacent ZCs, the movement authorization and the variable information transmitted from each other when the movement authorization and the variable information cross the ZC boundary, and transmitting, by one of the two adjacent ZCs, the concatenated movement authorization and variable information to the master-control train as the running basis.

In one embodiment, the safety positioning zone of a train satisfies the following conditions:

• • when the train does not reach the ZC boundary, the safety positioning zone thereof is completely located within a current ZC area;
  • when the train is crossing the ZC boundary, the safety positioning zone thereof is located within two adjacent ZC areas on two sides of the ZC boundary respectively; and
  • after the train has completely crossed the ZC boundary, the safety positioning zone thereof has no intersection with the current ZC area.

In one embodiment, when the movement authorization of the master-control train reaches the ZC boundary, a current ZC where the master-control train is located triggers a train handover process, and the current ZC transmits the position messages of the trains, the train sequences, and a “handover” state, the movement authorization and the variable information of the coupled trains to an incoming ZC;

• • wherein when the train reaches the ZC boundary, the current ZC serves as an upstream ZC, and the incoming ZC serves as a downstream ZC.

In one embodiment. after the downstream ZC receives the handover message of the upstream ZC, the coupled trains continue to run, the downstream ZC searches for movement authorization at the ZC boundary, the downstream ZC replies with a message to the upstream ZC according to valid or invalid movement authorization searched out, and according to the content of the reply message, the upstream ZC determines that either the upstream ZC or the downstream ZC transmits a train control message to the master-control train as the running basis of the coupled trains.

In one embodiment, when the master-control train does not cross the ZC boundary and the downstream ZC searches out a valid movement authorization, the downstream ZC calculates variable information for the master-control train and replies with a handover state of “takeover”, the movement authorization and the variable information to the upstream ZC, and the upstream ZC concatenates a complete train control message according to the reply message of the downstream ZC and transmits the complete train control message to the master-control train as the running basis of the coupled trains.

In one embodiment, when the master-control train does not cross the ZC boundary and the downstream ZC searches out an invalid movement authorization, the downstream ZC replies with a handover state of “rejection” to the upstream ZC, the upstream ZC transmits a train control message of the movement authorization and the variable information calculated by the upstream ZC to the master-control train according to the reply message of the downstream ZC as the running basis of the coupled trains.

In one embodiment, when the master-control train partially crosses the ZC boundary, the non-master-control trains are located within an upstream ZC area and the downstream ZC searches out a valid movement authorization, the downstream ZC calculates variable information for the master-control train and replies with a handover state of “takeover”, the movement authorization and the variable information to the upstream ZC, and the downstream ZC concatenates a complete train control message according to the handover message of the upstream ZC and ultimately transmits the complete train control message to the master-control train as the running basis of the coupled trains.

In one embodiment, when the master-control train partially crosses the ZC boundary, the non-master-control trains are located within the upstream ZC area and the downstream ZC searches out an invalid movement authorization, the downstream ZC transmits a special control message to the master-control train to control the master-control train to perform emergency braking.

In one embodiment, when the master-control train totally crosses the ZC boundary, the non-master-control trains are partially located within the upstream ZC area and the downstream ZC searches out a valid movement authorization, the downstream ZC calculates variable information for the master-control train and replies with a handover state of “takeover”. the movement authorization and the variable information to the upstream ZC, and the downstream ZC concatenates a complete train control message and transmits the complete train control message to the master-control train as the running basis of the coupled trains.

In one embodiment, when the master-control train totally crosses the ZC boundary, the non-master-control trains are partially located within the upstream ZC area and the downstream ZC searches out an invalid movement authorization, the downstream ZC transmits a special control message to the master-control train to control the master-control train to perform emergency braking.

In one embodiment, when the coupled trains totally cross the ZC boundary, the downstream ZC calculates a movement authorization and variable information for the master-control train.

In one embodiment, after receiving the reply message of the downstream ZC, the upstream ZC also transmits special control messages to the non-master-control trains to maintain communication.

In one embodiment, after transmitting the train control message to the master-control train, the downstream ZC also simultaneously concatenates a list of turnouts on a route where the master-control train is located and a turnout list in the variable information transmitted by the upstream ZC together as final variable information and transmits the final variable information to the master-control train.

In one embodiment, the downstream ZC also transmits special control messages to the non-master-control trains to maintain communication.

In one embodiment, the variable information includes turnout status, platform screen door status and temporary speed limit information.

In conclusion, the present disclosure has the following beneficial effects:

• • 1. the train sequences are managed through time delay protection, e.g., a time-space relationship between a train and a track is abstracted by using a unified logic object, thereby avoiding train safety positioning disorder or confusion caused by message transmission delay;
  • 2. the ZCs described therein are consistent in the method for handing over the coupled trains at the boundary and a method for handing over a non-coupled train (namely a single train), thereby ensuring consistency of system implementation; and
  • 3. a non-first train (namely a latter train) among the coupled trains is supported to degrade and can still cross the ZC boundary in an automatic running mode, thereby improving availability of the system.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a flow chart of a zone controller (ZC) boundary handover management method for coupled trains according to embodiments of the present disclosure.

FIGS. 2-5 are schematic diagrams of spatial position relationships between the coupled trains and upstream and downstream ZCs according to embodiments of the present disclosure.

DETAILED DESCRIPTION OF THE EMBODIMENTS

The flow chart of a zone controller (ZC) boundary handover management method for coupled trains provided in the present disclosure is described in further detail in conjunction with the accompanying drawings and the specific embodiments. The advantages and features of the present disclosure will become clearer from the following description.

The coupled trains consist of a master-control train for obtaining movement authorization of ZCs and multiple non-master-control trains by coupling, and the master-control train takes the acquired movement authorization as a running basis of the coupled trains. In general, only one master-control train exists among the coupled trains, e.g., the train ranked first in a running direction of the coupled trains serves as the master-control train, and the rest are non-master-control trains. In one embodiment, as shown in FIGS. 2-5, among coupled trains consisting of two trains, a first train 41 ranked first in a running direction of the coupled trains serves as a master-control train, and the rest is a non-master-control train, namely a second train 42.

As shown in FIG. 1 the ZC boundary handover management method for coupled trains provided in the present disclosure includes the following operations:

• • Operation A, determining, by each ZC, a safety positioning zone of each train of the coupled trains according to a position message transmitted by the train, wherein the position message contains safety positioning and a head-tail coupled state of each train;
  • in this embodiment, the safety positioning zone of each train satisfies the following conditions: when the train is currently located in an upstream ZC area and does not reach an adjacent downstream ZC boundary, the safety positioning zone of the train is completely located with the upstream ZC area; when the train is currently crossing a boundary between an upstream ZC and an adjacent downstream ZC, only part of the safety positioning zone of the train is located within the upstream ZC area, and the other part is located with a downstream ZC area; and when the train has crossed the boundary and the train has currently and completely entered the downstream ZC area, the safety positioning zone of the train has no intersection with the adjacent upstream ZC area and is completely located within the downstream ZC area;
  • it should be noted that the “upstream” and “downstream” are just for relative position relationships between the two adjacent ZCs relevant to current positions of the trains, and the “upstream” and “downstream” are defined based on the running direction of the trains.
  • Operation B, when the safety positioning zone of each train of the coupled trains has an intersection with one ZC area between the ZCs, calculating, by the ZCs located within the intersection, time delay protection of the trains located within the areas of the ZCs according to the safety positioning zones of the trains, and determining a train time delay protection sequence of each train;
  • Operation C, when a movement authorization of the master-control train reaches the ZC boundary, transmitting, by the upstream and downstream ZCs located on two sides of the ZC boundary, handover messages to each other according to the order of train time delay protection of the upstream and downstream ZCs, wherein the handover message specifically contains a train sequence, a position message, a movement authorization and variable information;
  • In one embodiment, the variable information includes turnout status, platform screen door status and temporary speed limit information within a scope of the movement authorization;
  • Operation D, creating, by the upstream and downstream ZCs, a train set according to the position messages of the trains within the ZCs and the handover messages transmitted from each other; and
  • Operation E, calculating, by at least one ZC between the two upstream and downstream ZCs, a valid movement authorization and variable information for the master-control train in the train set, concatenating, by the adjacent upstream and downstream ZCs, the movement authorization and the variable information transmitted from each other when the movement authorization and the variable information cross the ZC boundary, and transmitting, by one of the ZCs, the concatenated movement authorization and variable information to the master-control train as a running basis.

As shown in FIG. 2, when the coupled trains are totally located within the upstream ZC 11 area, the upstream ZC 11 creates train time delay protection for each train of the coupled trains. At the moment, the coupled trains are totally located within the upstream ZC 11. Since a first train 41 and a second train 42 transmit position messages respectively to the upstream ZC 11, for the upstream ZC 11, the coupled trains are two trains, and the upstream ZC 11 can create train time delay protection 31 and train time delay protection 32 respectively for the two trains and obtain head-tail coupling states of the two trains according to the position messages transmitted therefrom, thereby being able to know that the first train 41 and the second train 42 are normally coupled now. Characteristics of position message delay with the influence on safety positioning of the trains are taken into account based on the time delay protection. After the trains transmit the position messages, within the period of time before the ZCs receive the position messages, it is thought that a movement scope of the trains is a scope of the time delay protection of the trains. The train time delay protection will present the sequencing of the trains on a line without reversing the order of the trains and causing misjudgments. Thus, now a train sequence transmitted by the upstream ZC 11 to the downstream ZC 12 is a train time delay protection sequence.

In such a case, the coupled trains are totally located within the upstream ZC 11 area, the trains forming the coupled trains transmit the position messages to the upstream ZC 11, and the upstream ZC 11 calculates a valid movement authorization 21 for the first train 41 as the master-control train and transmits a special control message to the non-master-control train 42.

Further, as shown in FIG. 3, when the movement authorization 21 of the first train 41 as the master-control train reaches the ZC boundary, the upstream ZC 11 triggers a train handover process, and the upstream ZC 11 transmits a handover message to the downstream ZC 12.

In one embodiment, the handover message transmitted by the upstream ZC 11 to the downstream ZC 12 contains:

• • the position messages of the trains, wherein the position messages contain original train position message information such as safety positioning of the first train 41 as the master-control train and safety positioning of the second train 42 as the non-master-control train;
  • the train sequence, a sequence of the train time delay protection 31 and the train time delay protection 32;
  • the “handover” state and the movement authorization 21 of the coupled trains, wherein the “handover” state means that the first train 41 is departing from the upstream ZC 11, and because of only considering the movement authorization of the master-control train, an end of the movement authorization 21 is the ZC boundary at this moment; and
  • the variable information of the coupled trains, wherein the variable information is control variable information ultimately transmitted by the ZCs to the trains, containing turnout status within train bodies of the trains plus the scope of the movement authorization, platform screen door status, temporary speed limit information, etc., a calculation start of the scope of the variable information is located at a train tail position of the whole coupled trains (the train tail position refers to a position to which the tail end of the second train 42 moves backward again by a backsliding distance), which is an allowance designed for safety concerns based on a maximum distance by which the trains may slide back, and therefore, the train tail is always thought to be at the position to which the train tail actually moves backward by a backsliding distance. The end is at the ZC boundary, and therefore, the variable information 51 now contains states of all the aforementioned variables within a scope from the ZC boundary to the train tail position.

When the distance of the trains from the ZC boundary is within a certain scope (an overlap zone, namely a transition zone where the trains run at the ZC boundary), the trains can transmit the position messages to the upstream ZC 11 and the downstream ZC 12 simultaneously, and the ZCs can determine whether the trains are located within the scopes thereof based on the position messages of the trains. There are two sources of information that the ZCs manage the train sequences (namely the train time delay protection sequences). When the trains are completely located within the scopes of the ZCs, the information entirely comes from the position messages of the trains, and when the trains are not completely located within the scopes of the ZCs but are located within a scope of the overlap zone, the information comes from the position messages of the trains and the handover messages of the adjacent ZCs.

Now both the master-control train 41 and the non-master-control train 42 of the coupled trains are not located within the scope of the downstream ZC 12, so the downstream ZC 12 will acquire information such as the train sequence and the head-tail coupling state of the train set according to the handover message transmitted from the upstream ZC 11, and after receiving the message handed over by the upstream ZC 11, the downstream ZC 12 searches for movement authorization 22 at the ZC boundary; if the downstream ZC 12 searches out a valid movement authorization 22 (acquired according to the handover message of the upstream ZC), the downstream ZC 12 calculates variable information 52 for the master-control train 41 and replies with a handover state of “takeover”, the movement authorization 22 and the variable information 52 to the upstream ZC 11; wherein the “takeover” state means that the downstream ZC 12 allows the trains to enter, and the upstream ZC 11 concatenates a complete train control message according to the reply message of the downstream ZC 12 and transmits the complete train control message to the master-control train; the concatenated train control message contains the aforementioned movement authorization 21 plus the movement authorization 22, e.g., the end of the movement authorization ultimately transmitted to the trains is located at the end of the movement authorization 22, and also contains the variable information 51 provided by the upstream ZC 11 and the variable information 52 provided by the downstream ZC 12, e.g., the scope of the variable information ultimately transmitted to the trains contains the states of all the variables within the scope of the variable information 51 and the variable information 52. If the downstream ZC 12 searches out an invalid movement authorization, the downstream ZC 12 replies with a handover state message of “rejection” to the upstream ZC 11, and the upstream ZC 11 knows that the downstream ZC 12 does not allow the trains to enter according to the handover state message of “rejection” responded by the downstream ZC 12 and transmits the movement authorization 21 and the variable information 51 to the master-control train 41 as the running basis.

As shown in FIG. 3, in the following case, when the master-control train 41 partially crosses the ZC boundary, the master-control train 42 is located within the upstream ZC 11 area, and the upstream ZC 11 still transmits the train sequence according to the train time delay protection 31 and the train time delay protection 32. The trains that are handed over are still the master-control train 41 and the non-master-control train 42, the end of the movement authorization 21 is still located at the ZC boundary, and now the movement authorization 21 calculated by the upstream ZC 11 is located within a train body without actual senses and is only used to trigger the train handover process for the downstream ZC 12 so as to transmit the handover message to the downstream ZC 12. The scope of the variable information 51 of the upstream ZC 11 still ranges from the train tail position of the whole train set to the ZC boundary.

When a train head part of the master-control train 41 has entered the scope of the downstream ZC 12, the downstream ZC 12 can create train time delay protection 33 according to the position message transmitted by the master-control train 41. However, the whole train set lacks information of the second train 42 as the non-master-control train, and this information may be obtained from the handover message transmitted from the upstream ZC 11. Because both the train time delay protection 33 and the train time delay protection 31 essentially correspond to the same first train 41, the downstream ZC 12 can also correctly obtain a sequencing condition and train formation information of the coupled trains. The downstream ZC 12 receiving the handover message searches for the movement authorization 22 for the master-control train 41. If the downstream ZC 12 searches out a valid movement authorization 22, the downstream ZC 12 calculates variable information 52 for the master-control train 41 and replies with a handover state of “takeover”, the movement authorization 22 and the variable information 52 to the upstream ZC 11, wherein the variable information 52 ranges from the ZC boundary to the end of the movement authorization 22. The “takeover” state means that the downstream ZC 12 allows the trains to enter, the downstream ZC 12 concatenates a complete train control message according to the handover message of the upstream ZC 11 and ultimately transmits the complete train control message to the master-control train 41, and after receiving the reply message of the downstream ZC 12, the upstream ZC 11 can also concatenate a complete train control message. However, a master-control ZC will be switched generally after the trains enter the scope of the downstream ZC 12, e.g., the master-control ZC is switched to the downstream ZC 12 for the control, and thus, the upstream ZC 11 is mainly responsible for transmitting a special control message to the train 42. If the downstream ZC 12 searches out an invalid movement authorization, it indicates that the master-control train needs to perform emergency braking, the downstream ZC 12 will transmit a special control message to the master-control train 41, simultaneously concatenate a list of turnouts on a route where the master-control train 41 is located and a turnout list in the variable information 51 transmitted by the upstream ZC 11 together as final variable information and transmit the final variable information to the master-control train 41.

Moreover, in this case, if the movement authorization calculated by the upstream ZC 11 for the rest part of the train set is restricted, the handover process can not be triggered. The downstream ZC 12 then can not concatenate a complete train control message for the master-control train 41 because of a lack of a handover message of the adjacent ZC, and ultimately can transmit a special control message to the train 41 and apply for emergency braking.

As shown in FIG. 4, furthermore, when the train 41, namely the master-control train of the coupled trains crosses the ZC boundary, the upstream ZC 11 still transmits the train sequence according to the train time delay protection 31 and the train time delay protection 32. The trains that are handed over are still the first train 41 and the second train 42, the end of the movement authorization 21 is still located at the ZC boundary, and now the movement authorization 21 calculated by the upstream ZC 11 is located within a train body of the train 42 without actual authorization senses and is only used to trigger the handover process for the downstream ZC 12, and the scope of the variable information 51 still ranges from the train tail position of the whole train set to the ZC boundary.

The downstream ZC 12 can manage both the master-control train 41 and the non-master-control train 42 by itself and can know the train sequence and the train formation information through the train time delay protection 33 and the train time delay protection 34. and both the train time delay protection 34 and the train time delay protection 32 essentially correspond to the same train 42. The downstream ZC 12 then also searches for movement authorization for the master-control train 41. If searching out a valid movement authorization. the downstream ZC 12 calculates variable information 52 for the master-control train 41 and replies with a handover state of “takeover”, the movement authorization 22 and the variable information 52 within the scope from the ZC boundary to the end of the movement authorization 22 to the upstream ZC 11. The downstream ZC 12 can concatenate a complete train control message and ultimately transmit the complete train control message to the first train 41. At the same time, the downstream ZC 12 also transmits a special control message to the second train 42. If the downstream ZC 12 searches out an invalid movement authorization. it indicates that the master-control train 41 needs to perform emergency braking, and a next ZC 12 will transmit a special control message to the first train 41, concatenates a list of turnouts on a route where the first train 41 is located and a turnout list in the variable information 51 transmitted by the upstream ZC 11 together as final variable information and transmits the final variable information to the first train 41.

Similarly, in this case, if the movement authorization calculated by the upstream ZC 11 for a last segment of the tail of the train set is restricted, the handover process can not be triggered. The downstream ZC 12 then can not concatenate a complete train control message for the master-control train 41 because of a lack of a handover message of the adjacent ZC, and ultimately can transmit a special control message to the train 41 and apply for emergency braking.

As shown in FIG. 5, in the following process, the coupled trains totally cross the ZC boundary, either the obtaining of the train sequencing by the downstream ZC 12 according to the train time delay protection 33 and the train time delay protection 34, or the obtaining of the train formation information by the downstream ZC 12 according to the position messages of the first train 41 and the second train 42 can be unaffected no matter whether previous train time delay protection 32 exists in the upstream ZC 11. The downstream ZC 12 calculates a movement authorization 22 and variable information 52 for the master-control train 41. The start of the variable information 52 is the train tail position of the train set. Because the train tail position of the train set may be considered to be a position to which the train tail of the second train 42 moves backward again by a backsliding distance, the start may now return to the interior of the upstream ZC 11. However, because the train handover process has been ended. the upstream ZC 11 will have no longer any effect on control information of the master-control train 41, the start of the variable information 52 is ultimately located at the ZC boundary, and the end is at the end of the movement authorization 22. At the same time, the downstream ZC 12 will transmit a special control message to the train 42.

Particularly, the ZCs control the coupled trains mainly through the master-control train, so as long as the master-control train communicates normally and a coupled state of the master-control train and the non-master-control train is normal, the ZCs can think the state of the coupled trains to be normal, even if the non-master-control train loses communication with the ZCs. For example, in the above process, even if the second train 42 loses communication with the upstream ZC 11 and the downstream ZC 12 and the second train 42 is degraded to a non-communication train, it will not affect the train set to cross the ZC boundary in an automatic running mode. Firstly, the train time delay protection of the second train 42 still exists and properly demonstrates a sequential relationship between the second train and the first train 41, so the interaction of the train sequences between the adjacent ZCs is unaffected. Secondly, the ZCs search for the movement authorization according to the position of the master-control train, so the calculation, handover and concatenation of the movement authorization are unaffected. Finally, the start of calculating the variable information by the ZCs needs to be adjusted appropriately. When the train tail of the first train 41 is located within the scope of the upstream ZC 11, the upstream ZC 11 can always make a position to which the train tail of the first train 41 moves backward by a length of the second train 42 and then moves backward again by a backsliding distance (equivalent to the train tail position of the train set) as the start of calculating the variable information; and when the safety positioning of the first train 41 is not located within the scope of the upstream ZC 11, a position to which the train tail of the first train can move backward from the ZC boundary by a length of the second train 42 as the start of calculating the variable information. The start of calculating the variable information by the downstream ZC 12 is always located at the ZC boundary till the train set completely enters the scope of the downstream ZC.

In conclusion, the present disclosure has the following beneficial effects:

• • 1. the train sequences are managed through the time delay protection, e.g., a time-space relationship between a train and a track is abstracted by using a unified logic object, thereby avoiding train safety positioning disorder or confusion caused by message transmission delay;
  • 2. the ZCs described therein are consistent in the method for handing over the coupled trains at the boundary and a method for handing over a non-coupled train (namely a single train), thereby ensuring consistency of system implementation; and
  • 3. a non-first train (namely a latter train) among the coupled trains is supported to degrade and can still cross the ZC boundary in an automatic running mode, thereby improving availability of the system.

While the contents of the present disclosure have been described in detail by the foregoing preferred embodiments, it should be understood that the aforementioned descriptions shall not be construed as limiting the present disclosure. Various modifications and alternatives to the present disclosure will become apparent to those skilled in the art upon reading the foregoing disclosure. Accordingly, the protection scope of the present disclosure shall be limited by the appended claims.

Claims

1. A method of operating coupled trains for zone controller (ZC) boundary handover management, comprising: determining, by each ZC of a plurality of ZCs, a safety positioning zone of each train of coupled trains according to a position message transmitted by a train of the coupled trains, wherein the coupled trains include a master-control train for obtaining movement authorization of zone controllers (ZCs) and multiple non-master-control trains by coupling, the master-control train taking the obtained movement authorization as a running basis of the coupled trains;when the safety positioning zone of each train of the coupled trains has an intersection with a ZC area of the ZCs, calculating, by each ZC located within the intersection, time delay protection of each train according to the safety positioning zone of the train, and determining a train time delay protection sequence;when a movement authorization of the master-control train reaches a ZC boundary, transmitting, by two adjacent ZCs on two sides of the ZC boundary, handover messages to each other according to the train time delay protection sequences thereof, wherein a handover message includes a train sequence, the position message, the movement authorization and variable information;creating, by the two adjacent ZCs, a train set according to the position messages of the coupled trains located within the ZCs and the messages transmitted from each other;calculating, by at least one ZC of the two adjacent ZCs, a valid movement authorization and variable information for the master-control train of the train set;concatenating, by the two adjacent ZCs, the movement authorization and the variable information transmitted from each other when the movement authorization and the variable information cross the ZC boundary;transmitting, by one of the two adjacent ZCs, the concatenated movement authorization and variable information to the master-control train as the running basis; andoperating the coupled trains according to the concatenated movement authorization.

2. The method according to claim 1, wherein the safety positioning zone of the train satisfies: when the train does not reach the ZC boundary, the safety positioning zone thereof is completely located within a current ZC area;when the train is crossing the ZC boundary, the safety positioning zone thereof is located within two adjacent ZC areas on two sides of the ZC boundary respectively; andafter the train has completely crossed the ZC boundary, the safety positioning zone thereof has no intersection with the current ZC area.

3. The method according to claim 1, wherein when the movement authorization of the master-control train reaches the ZC boundary, a current ZC of the master-control train triggers a train handover process, and the current ZC transmits the position messages of the coupled trains, train sequences, and a “handover” state, the movement authorization and the variable information of the coupled trains to an incoming ZC; and wherein when the train reaches the ZC boundary, the current ZC serves as an upstream ZC, and the incoming ZC serves as a downstream ZC.

4. The method according to claim 3, wherein after the downstream ZC receives a handover message of the upstream ZC, the coupled trains continue to run, the downstream ZC searches for the movement authorization at the ZC boundary, the downstream ZC replies with a reply message to the upstream ZC according to valid or invalid movement authorization based on the searching, and according to the reply message, the upstream ZC determines that the upstream ZC or the downstream ZC transmits a train control message to the master-control train as the running basis of the coupled trains.

5. The method according to claim 4, wherein when the master-control train does not cross the ZC boundary and the downstream ZC searches out a valid movement authorization, the downstream ZC calculates variable information for the master-control train and replies with a handover state of “takeover”, the movement authorization and the variable information to the upstream ZC, and the upstream ZC concatenates a complete train control message according to the reply message of the downstream ZC and transmits the complete train control message to the master-control train as the running basis of the coupled trains.

6. The method according to claim 4, wherein when the master-control train does not cross the ZC boundary and the downstream ZC searches out an invalid movement authorization, the downstream ZC replies with a handover state of “rejection” to the upstream ZC, the upstream ZC transmits a train control message of the movement authorization and the variable information calculated by the upstream ZC to the master-control train according to the reply message of the downstream ZC as the running basis of the coupled trains.

7. The method according to claim 4, wherein when the master-control train partially crosses the ZC boundary, the non-master-control trains are located within an upstream ZC area and the downstream ZC searches out a valid movement authorization, the downstream ZC calculates variable information for the master-control train and replies with a handover state of “takeover”, the movement authorization and the variable information to the upstream ZC, and the downstream ZC concatenates a complete train control message according to the handover message of the upstream ZC and ultimately transmits the complete train control message to the master-control train as the running basis of the coupled trains.

8. The method according to claim 4, wherein when the master-control train partially crosses the ZC boundary, the non-master-control trains are located within an upstream ZC area and the downstream ZC searches out an invalid movement authorization, the downstream ZC transmits a control message to the master-control train to control the master-control train to perform emergency braking.

9. The method according to claim 4, wherein when the master-control train totally crosses the ZC boundary, the non-master-control trains are partially located within an upstream ZC area and the downstream ZC searches out a valid movement authorization, the downstream ZC calculates variable information for the master-control train and replies with a handover state of “takeover”, the movement authorization and the variable information to the upstream ZC, and the downstream ZC concatenates a complete train control message and transmits the complete train control message to the master-control train as the running basis of the coupled trains.

10. The method according to claim 4, wherein when the master-control train totally crosses the ZC boundary, the non-master-control trains are partially located within an upstream ZC area and the downstream ZC searches out an invalid movement authorization, the downstream ZC transmits a control message to the master-control train to control the master-control train to perform emergency braking.

11. The method according to claim 4, wherein when the coupled trains totally cross the ZC boundary, the downstream ZC calculates movement authorization and variable information for the master-control train.

12. The method according to claim 7, wherein after receiving the reply message of the downstream ZC, the upstream ZC also transmits control messages to the non-master-control trains to maintain communication.

13. The method according to claim 8, wherein the downstream ZC simultaneously concatenates a list of turnouts on a route where the master-control train is located and a turnout list in the variable information transmitted by the upstream ZC together as final variable information and transmits the final variable information to the master-control train.

14. The method according to claim 9, wherein the downstream ZC transmits control messages to the non-master-control trains to maintain communication.

15. A train protection system, comprising: at least one processor; anda memory coupled to the at least one processor to store instructions, which when executed by the at least one processor, cause the train protection to perform operations, the operations including: determining, by each ZC of a plurality of ZCs, a safety positioning zone of each train of coupled trains according to a position message transmitted by a train of the coupled trains, wherein the coupled trains include a master-control train for obtaining movement authorization of zone controllers (ZCs) and multiple non-master-control trains by coupling, the master-control train taking the obtained movement authorization as a running basis of the coupled trains;when the safety positioning zone of each train of the coupled trains has an intersection with a ZC area of the ZCs, calculating, by each ZC located within the intersection, time delay protection of each train according to the safety positioning zone of the train, and determining a train time delay protection sequence;when a movement authorization of the master-control train reaches a ZC boundary, transmitting, by two adjacent ZCs on two sides of the ZC boundary, handover messages to each other according to the train time delay protection sequences thereof, wherein a handover message includes a train sequence, the position message, the movement authorization and variable information;creating, by the two adjacent ZCs, a train set according to the position messages of the coupled trains located within the ZCs and the messages transmitted from each other;calculating, by at least one ZC of the two adjacent ZCs, a valid movement authorization and variable information for the master-control train of the train set;concatenating, by the two adjacent ZCs, the movement authorization and the variable information transmitted from each other when the movement authorization and the variable information cross the ZC boundary;transmitting, by one of the two adjacent ZCs, the concatenated movement authorization and variable information to the master-control train as the running basis; andoperating the coupled trains according to the concatenated movement authorization.

16. The train protection system according to claim 15, wherein the safety positioning zone of the train satisfies: when the train does not reach the ZC boundary, the safety positioning zone thereof is completely located within a current ZC area;when the train is crossing the ZC boundary, the safety positioning zone thereof is located within two adjacent ZC areas on two sides of the ZC boundary respectively; andafter the train has completely crossed the ZC boundary, the safety positioning zone thereof has no intersection with the current ZC area.

17. The train protection system according to claim 15, wherein when the movement authorization of the master-control train reaches the ZC boundary, a current ZC of the master-control train triggers a train handover process, and the current ZC transmits the position messages of the coupled trains, train sequences, and a “handover” state, the movement authorization and the variable information of the coupled trains to an incoming ZC; and wherein when the train reaches the ZC boundary, the current ZC serves as an upstream ZC, and the incoming ZC serves as a downstream ZC.

18. The train protection system according to claim 17, wherein after the downstream ZC receives a handover message of the upstream ZC, the coupled trains continue to run, the downstream ZC searches for the movement authorization at the ZC boundary, the downstream ZC replies with a reply message to the upstream ZC according to valid or invalid movement authorization based on the searching, and according to the reply message, the upstream ZC determines that the upstream ZC or the downstream ZC transmits a train control message to the master-control train as the running basis of the coupled trains.

19. The train protection system according to claim 18, wherein when the master-control train does not cross the ZC boundary and the downstream ZC searches out a valid movement authorization, the downstream ZC calculates variable information for the master-control train and replies with a handover state of “takeover”, the movement authorization and the variable information to the upstream ZC, and the upstream ZC concatenates a complete train control message according to the reply message of the downstream ZC and transmits the complete train control message to the master-control train as the running basis of the coupled trains.

20. A non-transitory machine-readable medium having instructions stored therein, which when executed by at least one processor, cause the at least one processor to perform operations, the operations comprising: determining, by each ZC of a plurality of ZCs, a safety positioning zone of each train of coupled trains according to a position message transmitted by a train of the coupled trains, wherein the coupled trains include a master-control train for obtaining movement authorization of zone controllers (ZCs) and multiple non-master-control trains by coupling, the master-control train taking the obtained movement authorization as a running basis of the coupled trains;when the safety positioning zone of each train of the coupled trains has an intersection with a ZC area of the ZCs, calculating, by each ZC located within the intersection, time delay protection of each train according to the safety positioning zone of the train, and determining a train time delay protection sequence;when a movement authorization of the master-control train reaches a ZC boundary, transmitting, by two adjacent ZCs on two sides of the ZC boundary, handover messages to each other according to the train time delay protection sequences thereof, wherein a handover message includes a train sequence, the position message, the movement authorization and variable information; creating, by the two adjacent ZCs, a train set according to the position messages of the coupled trains located within the ZCs and the messages transmitted from each other;calculating, by at least one ZC of the two adjacent ZCs, a valid movement authorization and variable information for the master-control train of the train set;concatenating, by the two adjacent ZCs, the movement authorization and the variable information transmitted from each other when the movement authorization and the variable information cross the ZC boundary;transmitting, by one of the two adjacent ZCs, the concatenated movement authorization and variable information to the master-control train as the running basis; andoperating the coupled trains according to the concatenated movement authorization.