track segment status	0 is occupied, 1 is idle
		Intelligent perception device virtual logic section state	0 is occupied, 1 is idle
State of axle counting ARB	0 is non-ARB, 1 is ARB
		Communication state between intelligent sensing equipment and CI	0 is communication failure, 1 is communication normal
Fused segment occupancy information	0 is occupied, 1 is idle

The controller can fuse the target information of the stock track section state information, the axle counting ARB state information, the intelligent perception device virtual logic section state information and the communication state information of the intelligent perception device and the CI to obtain fused section occupation information, namely the actual section occupation information. The fused segment occupancy information is shown in the following table:

for the combination condition which does not exist in the table, the combination condition is the train operation condition which does not exist, and the section state is guided to be occupied at the moment.

According to the intelligent perception train control method, the actual occupation information of the sections is determined based on the target information determined by the interlocking and the intelligent perception, the situation that the occupation information of the sections obtained by the interlocking and the intelligent perception is inconsistent can be avoided, the actual occupation information of the sections can be accurately determined, and therefore safe and efficient operation of the train is guaranteed.

In one embodiment, after determining the zone actual occupancy information based on the target information, the intelligent awareness train control method further comprises:

And train positioning can be performed to determine the train position information based on the satellite differential base station and the power transmission frame guideboard image. Under the condition that the Beidou positioning signal is strong, the controller can mainly perform train positioning based on the satellite differential base station to determine the train position information. When the train passes through a special road section such as a tunnel, the Beidou positioning signal is possibly weaker and insufficient, the accurate position of the train is identified through the satellite differential base station, and at the moment, the controller can determine the position information of the train according to the power transmission frame guideboard image.

According to the intelligent perception train control method, the satellite differential base station and the power transmission frame guideboard image are used for train positioning, so that the train positioning requirements under different road conditions can be met, accurate train positioning is achieved, and the running efficiency of the vehicle in a degradation mode is greatly improved.

acquiring differential information of a satellite differential base station; the differential information can represent Beidou positioning error correction quantity;

The controller can apply Beidou positioning technology, and train positioning is performed based on the satellite differential base station to determine train position information. As shown in fig. 3, the track section may be provided with a track traffic platform screen door system (Platform Screen Doors, PSD), a flood gate, a shaft, a positioning transponder and a switch protection transponder (active), and the section transponder may be adapted according to satellite signal coverage and engineering requirements. The train is positioned through the axle counting, the positioning transponder and the satellite, and the satellite differential base station can be configured, so that accurate speed measurement and positioning are realized, and the wheel diameter, idle running and slipping of the train can be identified and automatically compensated.

The train automatic protection (Automatic Train Protection, ATP) equipment can acquire differential information of the satellite differential base station, and the vehicle-mounted Beidou positioning equipment can perform train positioning based on the differential information to determine train position information. The difference information can represent Beidou positioning error correction quantity.

Under the mobile blocking system, the vehicle-mounted ATP equipment and the ground differential station equipment can communicate through an LTE network, so that data interaction is realized. The vehicle-mounted ATP equipment can select a corresponding ground satellite differential base station according to the position of the train, and actively initiate a communication link establishment request to the differential base station. The ground differential station equipment responds after receiving the link establishment request of the vehicle-mounted ATP, and the two parties complete the communication link establishment process. After the vehicle-mounted ATP and the ground differential station complete communication link establishment, the ground differential station can periodically send differential information to the vehicle-mounted ATP. The difference is that at a fixed (station) location, the accurate position data is obtained by measuring the ground, then the 'measured position data' of the station is transmitted, the data information is received by a C/A code user receiver, and the Beidou positioning error correction amount is obtained by the difference analysis of the 'measured position data' and the 'accurate position data'. After receiving the differential information sent by the ground differential station, the vehicle-mounted ATP can forward the differential information to vehicle-mounted Beidou positioning equipment (vehicle-mounted mobile station) for train positioning to determine train position information.

According to the intelligent perception train control method, the Beidou positioning technology is used for positioning the train based on the differential information of the satellite differential base station, so that the satellite positioning precision of the train can be further improved, the running of the train can be controlled based on the accurate position information of the train, and the running efficiency of the train in a degradation mode is greatly improved.

The intelligent perception system can acquire a power transmission frame guideboard image containing target number information, and then, train positioning is carried out based on the target number information to determine train position information.

In the electrified route, a power supply line with a rated voltage of 25KV is generally adopted, a power transmission frame is arranged every 15m, and each power transmission frame is provided with a guideboard number, namely corresponding target number information. Thus, each preset number information may correspond to one preset position information. Because the positions of the guideboards are fixed, the guideboards can be used as an auxiliary means for train positioning. And constructing a guideboard detection model based on the target detection algorithm, so that the vehicle-mounted equipment can automatically detect the guideboard number, and the position of the guideboard can be determined.

The intelligent perception system can be composed of front-end acquisition equipment based on embedded technology, a communication transmission system and a remote cloud server identification system. The camera can collect a transmission frame guideboard image, and the image contains numbering information. The main control unit compresses the power transmission frame guideboard image, and the compressed image is transmitted to the cloud server under a long term evolution (Long Term Evolution, LTE) or 4G module. The cloud server adopts an intelligent algorithm based on deep learning to analyze the characteristics of texture, color, edge, structure and the like of the power transmission frame guideboard image, finally obtains effective number information, then transmits the obtained result to the front end, and the front end sends the result to the vehicle-mounted input equipment to provide input conditions of positioning operation, so that train positioning can be carried out to determine train position information.

According to the intelligent perception train control method, the power transmission frame guideboard numbers are obtained through the intelligent perception technology to assist in train positioning, the train position can be intelligently positioned, train operation can be controlled based on the train position information, and therefore the vehicle operation efficiency in a degradation mode is greatly improved.

The controller can update the section state based on the actual section occupation information to obtain the updated section state. It should be noted that the updated segment status and the segment actual occupation information are not necessarily completely consistent. The controller may perform intelligent awareness train control based on the updated zone status and train location information.

After the interlocking and intelligent sensing section states are fused, fused section state information, namely section actual occupation information, can be obtained. The updating of the segment status based on the segment actual occupancy information may be based on the following conditions: after the fused section occupation state is obtained, when the actual occupation state of the section is changed from occupation to idle, the interlocking needs to judge that the changed section state is continuously kept unchanged for a plurality of periods (for example, continuously 3 or 4 periods) and then the section state is updated, otherwise, the actual occupation state of the section cannot be used, and the previous state is kept unchanged; the segment status may be updated directly when the actual segment occupancy status is changed from idle.

According to the intelligent perception train control method, the zone state is updated based on the zone actual occupation information, so that the safety of train operation can be further improved, and the safe and efficient train operation is guaranteed.

Special natural geographic environments, such as glacier plateau areas with high altitude, low air pressure, low oxygen content and rare human track, have the characteristics of strong plate movement and frequent mountain disasters, and are quite complex in engineering environment. The plateau railway tunnel has high ratio, high water and high geothermal energy in the tunnel, changeable electromagnetic environment, continuous long and large ramp and other complex environment conditions, and large functional requirement difference. The existing railway signal system scheme can not completely meet the engineering application requirements. In the existing signal system operation mode, the following solutions of the control system are adopted through the traditional computer interlocking and degradation modes, and mainly have the following disadvantages:

(1) The interfaces among all subsystems are too many, so that the complexity of the system is increased;

(2) The track side equipment is more, the system maintenance cost is high, and the operation flexibility is poor;

(3) And after degradation, the vehicle enters a visual driving mode, so that the speed is low and the safety is low.

The system is based on a complex application environment, a highly reliable, highly available, less-maintenance and intelligent signal system scheme is provided, and the system can automatically control and track the trains of the difficult line passenger-cargo mixed transportation of multiple tunnels and ultra-long large ramps under a severe environment, so that the operation efficiency is improved. Specifically, the present application has the following features:

(1) The track circuit availability in the prior art is greatly reduced under the condition that track side equipment such as annunciators, track circuits, turnouts and the like are not arranged in the section and only a small number of transponders are arranged, so that the safety driving difficulty and the labor intensity of drivers are increased. The availability of equipment such as a track circuit is improved, and the intelligent sensor can still operate efficiently and safely under the condition of degradation or rail side equipment failure (the key is that the intelligent sensor can identify and position the front working condition), and the section can realize autonomous positioning and integrity check by a train.

(2) In the prior art, the requirement on the reliability of the electronic equipment is higher due to the newly increased running protection requirement of the train in the tunnel, and the maintenance of the trackside equipment is difficult. And this problem can be avoided to this application, and the environment seals in the tunnel, and positioning system such as big dipper has the application defect, under the condition that the equipment reduces at the rail side, this application utilizes technologies such as intelligent perception as one of the supplementary modes.

(3) And simplifying station interlocking equipment. An unattended station is arranged along the line, and is only provided with an object controller and controlled by interlocking equipment of the adjacent attended station.

(4) The availability requirement for the back-up mode of the train control system is higher. The electronic equipment is required to have strong anti-interference capability, more comprehensive and timely information sensing capability and more flexible scheduling organization and emergency handling capability.

The technical scheme of the application has the following effects:

(1) The usability problem under the degradation condition is solved: the station equipment in the traditional CBTC can influence the train operation of the whole area, the faults of any single train signal system influence the current train and the adjacent trains, and the technical scheme provided by the application can improve the operation efficiency of single-point faults;

(2) The track side equipment is simplified, and the construction cost is reduced;

(3) The maintainability of the unattended system is enhanced;

(4) The application scene of the intelligent sensing equipment is enriched, and the reliability of the system is improved.

Big iron interlocking (different from national iron of urban rail) needs to be upgraded to a certain extent, and the big iron interlocking is communicated with an approaching train in real time, so that information interaction between the train and the interlocking is realized. The interlocks may route the trains in real time according to the planning information. The train sends the state information to the interlocking in real time, so that the station acquisition and management of the vehicle information can be realized.

As shown in fig. 4, the visual driving application scene based on active perception has the following characteristics:

degraded mode autonomous operation: the vehicle communication module is abnormal (communication with the front vehicle is lost, the front parking signal and the position are uncertain), at the moment, the vehicle enters an actively-perceived visual mode, automatically drives and operates, actively perceives the distance of the front obstacle, and calculates movement authorization and recommended speed, wherein the monitoring speed can reach more than 60 km/h. The state of the annunciator can be automatically identified in the running process, the annunciator is requested to be opened to the interlocking equipment when the annunciator is closed, and meanwhile, a driver is reminded to pay attention to observe and confirm, and otherwise, emergency is applied. If the vehicle module is communicating properly, the ATP initiates communication with a front hub station interlock or non-hub station interlock station target controller (Objective Control, OC) requesting that the forward path be opened.

As shown in fig. 5, the OC may feed back a request for the vehicle to the interlock, and the interlock may determine whether the request command is valid according to the train position and the front occupancy state, and if so, perform operations such as selecting, locking, turning a switch, and opening a traffic signal with the front traffic signal as the starting end. Otherwise, the route handling fails, and the train applies emergency braking and stops. Fig. 6 is a schematic flow chart of an actively perceived visual driving.

The train degradation back vehicle-mounted module is in charge of main body functions, applies for resource permission, generates a safety path according to an operation plan, extends a distance from the final position of the train recorded by the OC to the position of the non-communication vehicle along the locomotive and is limited by a front vehicle boundary, and the vehicle-mounted equipment is in charge of operation plan analysis, searches along the planned operation direction of the train according to the operation plan by taking an originating point as a starting point, and acquires a section required to pass in front of the operation of the train and a destination attribute. And after the OC and the center confirm that the train is stopped stably, the driving resources and the auxiliary resources are recovered in a delayed mode. After the target path is defined, the train dynamically performs safe path pre-extension, extends a certain distance forwards from the safe head of the train, actively searches for resources within the extending range of the line, and starts to check the resource state and authority within the extending range. Before the degradation route is handled, no vehicles in the route are required to be confirmed manually, and other trains are used as obstacle points during the route selection.

Compared with the prior art, when the vehicle-mounted fault of the train control system based on the vehicle-to-vehicle communication is degraded, the normal operation of the fault train and other trains can be maintained, and the availability and safety of the whole system are ensured:

(1) And (3) generating an approach command: the OC adds a route list after receiving the degrading route command and generates a corresponding affiliated resource list;

(2) Degraded approach locking: the OC firstly performs consistency check on the route within the request range of the driving resource, after the route is selected and arranged consistently, requests the driving resource from equipment to which the driving resource belongs, after the driving resource is handed over, requests to reserve the auxiliary resource within the range, and checks the route locking condition after the auxiliary resource is reserved.

(3) Setting the opening of a annunciator: after the inspection is passed, an approach lock is set.

(4) And (3) route unlocking: and the OC unlocks the route when the unlocking condition of the degraded route is met.

The degraded route management method provided by the application has the advantages that the traditional CTCS interlocking logic is adopted to the greatest extent, the integrity of degraded route inspection conditions and the inheritance of the adaptive interlocking with the existing train control system are ensured, and project transformation is facilitated. The application provides a control method suitable for an auxiliary train through intelligent perception in a train degradation mode, adopts the vehicle-mounted intelligent perception to identify the idle state of an external section of a signaler, applies for handling the route, and uses a resource management mode to carry out degradation train route management under the condition of no secondary train occupation detection equipment, so that the integrity and safety of the system function can be ensured under the condition of few trackside equipment, and the availability of a signal system is greatly improved. The key points of the application are as follows:

(1) Detecting the occupied situation of the strand by the outside sensing equipment of the annunciator;

(2) Establishing vehicle-mounted and OC communication channels;

(3) Judging the effectiveness of the route handling command by interlocking;

(4) The identification technology of the image identification plate is applied;

(5) The fusion method of intelligent sensing and positioning to the occupation condition of the section.

The method for realizing the approach handling of the unattended station under the condition of abnormal communication can be applied to the unmanned area railways such as the plateau railways, the desert railways, the glacier railways and the like, can effectively improve the usability of the system, reduces the construction cost and the debugging cost of the railways, reduces the equipment maintenance workload, and has good effect. The scheme can also realize the availability of a degradation mode and improve the operation efficiency of the train on the premise of ensuring the operation safety of the train.

The intelligent perception train control system provided by the application is described below, and the intelligent perception train control system described below and the intelligent perception train control method described above can be referred to correspondingly.

Fig. 7 is a schematic structural diagram of an intelligent perception train control system provided in an embodiment of the present application. Referring to fig. 7, an intelligent perception train control system provided in an embodiment of the present application may include:

a first determination module 710 for determining target information based on the interlocking and the intelligent awareness; the target information includes: communication state information of the intelligent sensing equipment and the interlocking, virtual logic section state information of the intelligent sensing equipment, axle counting fault occupation state information and stock track section state information;

a second determining module 720, configured to determine actual occupancy information of a section based on the target information;

and a control module 730, configured to perform intelligent perception train control based on the actual occupancy information and the train position information of the section.

The intelligent perception train control system provided by the embodiment of the application utilizes the interlocking and intelligent perception to determine the actual occupation information of the section, so that the intelligent control of train operation is performed, the actual occupation information of the train section can be efficiently and accurately judged, and the operation efficiency of the train can be effectively improved on the premise of ensuring the safety even in a degradation mode.

Fig. 8 illustrates a physical structure diagram of an electronic device, as shown in fig. 8, which may include: processor 810, communication interface (Communications Interface) 820, memory 830, and communication bus 840, wherein processor 810, communication interface 820, memory 830 accomplish communication with each other through communication bus 840. The processor 810 may invoke logic instructions in the memory 830 to perform intelligent awareness train control methods including, for example:

Further, the logic instructions in the memory 830 described above may be implemented in the form of software functional units and may be stored in a computer-readable storage medium when sold or used as a stand-alone product. Based on such understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.

In another aspect, the present application also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, is implemented to perform the steps of the intelligent awareness train control method provided by the methods described above, for example, comprising:

In yet another aspect, the present application also provides a computer program product comprising a computer program storable on a non-transitory computer readable storage medium, the computer program, when executed by a processor, being capable of performing the steps of the intelligent awareness train control method provided by the methods described above, for example comprising:

The apparatus embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present invention without undue burden.

From the above description of the embodiments, it will be apparent to those skilled in the art that the embodiments may be implemented by means of software plus necessary general hardware platforms, or of course may be implemented by means of hardware. Based on this understanding, the foregoing technical solution may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method described in the respective embodiments or some parts of the embodiments.

In addition, it should be noted that: the terms "first," "second," and the like in the embodiments of the present application are used for distinguishing between similar objects and not for describing a particular sequential or chronological order. It is to be understood that the terms so used are interchangeable under appropriate circumstances such that the embodiments of the application are capable of operation in sequences other than those illustrated or otherwise described herein, and that the terms "first" and "second" are generally intended to be used in a generic sense and not to limit the number of objects, for example, the first object may be one or more.

In the embodiment of the application, the term "and/or" describes the association relationship of the association objects, which means that three relationships may exist, for example, a and/or B may be represented: a exists alone, A and B exist together, and B exists alone. The character "/" generally indicates that the context-dependent object is an "or" relationship.

In the embodiment of the present application, "determining B based on a" means that a is considered when determining B. Not limited to "B can be determined based on A alone", it should also include: "B based on A and C", "B based on A, C and E", "C based on A, further B based on C", etc. Additionally, a may be included as a condition for determining B, for example, "when a satisfies a first condition, B is determined using a first method"; for another example, "when a satisfies the second condition, B" is determined, etc.; for another example, "when a satisfies the third condition, B" is determined based on the first parameter, and the like. Of course, a may be a condition in which a is a factor for determining B, for example, "when a satisfies the first condition, C is determined using the first method, and B is further determined based on C", or the like.

The term "plurality" in the embodiments of the present application means two or more, and other adjectives are similar thereto.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and are not limiting thereof; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the corresponding technical solutions.