WO2020248402A1

WO2020248402A1 - Electronic tag positioning-based lightweight train control system

Info

Publication number: WO2020248402A1
Application number: PCT/CN2019/104361
Authority: WO
Inventors: 王佳; 王成; 王鹏; 陈志强; 葛鹭明; 宋宝栋; 王怡静; 刘怀聪
Original assignee: 北京全路通信信号研究设计院集团有限公司
Priority date: 2019-06-12
Filing date: 2019-09-04
Publication date: 2020-12-17
Also published as: CN110356434B; BR112019021384A2; CN110356434A

Abstract

An electronic tag positioning-based lightweight train control system, comprising a central device, a station automatic pilot system, and an on-board device. The central device is in communication with the station automatic pilot system. The station automatic pilot system is in communication with the on-board device. The central device is used for sending an operation plan and a track section occupation condition to the station automatic pilot system. The station automatic pilot system is used for adjusting an operation level of a train according to the operation plan and track section occupation condition of the central device. The on-board device comprises an on-board automatic pilot system which is in communication with the station automatic pilot system. The on-board automatic pilot system is used for receiving operation plan information of the station automatic pilot system and controlling the train to operate automatically. The system is simple in structure, high in expansibility and almost free of dependence, and modifications to existing systems are few.

Description

A lightweight train control system based on electronic tag positioning

This application claims the priority of the Chinese patent application filed with the Chinese Patent Office with application number 201910507580.6 on June 12, 2019. The entire content of this application is incorporated into this application by reference.

Technical field

The invention belongs to the technical field of train control systems, and particularly relates to a lightweight train control system based on TAG positioning.

Background technique

The train operation control system is a key technology to ensure the safe and high-speed operation of trains, referred to as train control system. The system can be divided into several parts such as on-board, ground, trackside, etc. Automatic train driving system (ATO) and automatic train protection system (ATP) belong to the on-board part of the train control system.

The automatic train driving system (ATO) mainly completes the functions of automatic departure in the station, automatic operation of the interval, automatic parking in the station, precise parking on the platform, and departure monitoring. When a vehicle equipped with an automatic train driving system (ATO) is in operation, the driver's main responsibility is to monitor and watch, and immediately intervene to take over train control when an accident occurs. Compared with the driver's manual driving, the automatic train driving system (ATO) can improve the comfort and stability of train driving, and the current railway construction trend during the construction and transformation of lines with automatic driving system functions.

At present, the mainstream of my country's urban rail transit lines with automatic driving system functions is the CBTC system, which has a complex structure and many interfaces. If the existing subway is to upgrade the CBTC line, multiple ground equipment needs to be added, and the compatibility of existing equipment is even more important. difficult. For the existing trunk railway passenger and freight lines, if the automatic driving system function is to be added, whether it is the C2+ATO system solution or the high-speed rail ATO system solution, the construction and transformation are difficult, long-term and high-cost.

For this reason, a lightweight train control system with low construction cost and low maintenance difficulty, suitable for the construction and transformation of urban rail and intercity lines with low operational efficiency, is required, and at the same time, it can also meet the existing passenger and freight line signals. The system adds the transformation and upgrade of the automatic driving system function.

Summary of the invention

To solve the above problems, the present invention proposes a lightweight train control system based on TAG positioning, including central equipment, station automatic driving system, vehicle-mounted equipment, central equipment communicates with the station automatic driving system, and station automatic driving system communicates with the vehicle-mounted equipment ;among them,

The central device is used to send the operation plan and track section occupancy status to the station automatic driving system;

The station automatic driving system is used to adjust the operation level of the train according to the operation plan of the central equipment and the occupancy of the track section;

The vehicle-mounted equipment includes a vehicle-mounted automatic driving system, and the vehicle-mounted automatic driving system communicates with the station automatic driving system;

The vehicle-mounted automatic driving system is used to receive the operation plan information of the station automatic driving system and control the automatic operation of the train;

The vehicle-mounted equipment further includes an electronic tag antenna, which communicates with the vehicle-mounted automatic driving system, and the electronic tag antenna is used to obtain message information of the electronic tag laid on the rail;

The vehicle-mounted automatic driving system automatically controls the vehicle according to the message information of the electronic tag.

Preferably, the message information is ground fixed information, and the ground fixed information includes target point information and parking point information.

Preferably, the vehicle-mounted device includes an electronic tag reader, and the electronic tag reader communicates with the electronic tag antenna;

The electronic tag antenna receives the radio frequency information of the electronic tag on the track, thereby obtaining the message information of the electronic tag;

The electronic tag transmits the radio frequency information to the electronic tag reader, and the electronic tag reader converts the radio frequency information into ASCALL code, and sends it to the on-board automatic driving system in the form of byte stream.

Preferably, the central device includes generating, executing and adjusting timetables.

Preferably, the central equipment issues a route order to the station interlock; the station interlock performs route pre-selection and interlocking logic processing of the signal equipment according to the route command, and completes route selection and locking.

Preferably, the station interlocking generates a track code, a switch action signal, and a control command of a signal machine.

Preferably, the station interlock and trackside equipment interface collect field signal equipment status collection.

Preferably, the vehicle-mounted equipment includes a vehicle-mounted automatic protection system that decodes the track code generated by the station interlock through a TCR reader, obtains the track speed limit of the current section, and calculates the emergency brake trigger curve and the service brake Trigger curve, cut and pull curve.

Preferably, under the protection of the on-board automatic protection system, the on-board automatic driving system receives the operation plan of the station automatic driving system and automatically adjusts the train operation.

Preferably, the vehicle-mounted equipment includes a vehicle-mounted human-computer interaction platform, and the vehicle-mounted human-computer interaction platform performs information interaction with the vehicle-mounted automatic protection system and the vehicle-mounted automatic driving system respectively;

The human-computer interaction platform displays the message information of the electronic tag.

The beneficial effects of the present invention are:

1. The lightweight train control system based on TAG positioning provided by the present invention has a simple structure, high scalability, few modifications to existing systems, and almost no dependence.

2. Compared with the CBTC train control system, the present invention has lower construction and maintenance costs, clear and single interface information interaction, independent functions and interfaces of each subsystem, and is especially beneficial to the upgrade of existing railways.

3. The present invention has low construction cost and low maintenance difficulty, and is suitable for the lightweight train control system for the construction and transformation of urban rail and intercity lines with low operational efficiency. At the same time, it can meet the needs of existing passenger and freight line signal systems to increase automatic driving The transformation and upgrading of system functions.

Other features and advantages of the present invention will be described in the following description, and partly become obvious from the description, or understood by implementing the present invention. The purpose and other advantages of the present invention can be realized and obtained through the structures indicated in the specification, claims and drawings.

Description of the drawings

In order to explain the embodiments of the present invention or the technical solutions in the prior art more clearly, the following will briefly introduce the drawings used in the description of the embodiments or the prior art. Obviously, the drawings in the following description These are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative work.

Figure 1 shows a structural diagram of a lightweight train control system based on TAG positioning according to an embodiment of the present invention;

Fig. 2 shows a schematic structural diagram of an operation control system without an automatic driving function according to an embodiment of the present invention.

Detailed ways

In order to make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments It is a part of the embodiments of the present invention, not all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative work shall fall within the protection scope of the present invention.

As shown in Figure 1, the present invention proposes a lightweight train control system based on TAG positioning, including central equipment, station equipment, and on-board equipment; station equipment includes station automatic driving system, and the central equipment establishes communication with the station automatic driving system , The station automatic driving system establishes communication with the on-board equipment;

The central equipment sends the operation plan and track section occupancy status to the station automatic driving system;

The station automatic driving system adjusts the operation level of the train according to the operation plan of the central equipment and the occupancy status of the track section, and the station automatic driving system establishes train-to-ground wireless communication;

The vehicle-mounted equipment includes a vehicle-mounted automatic driving system, the vehicle-mounted automatic driving system establishes communication with the station automatic driving system, and the vehicle-mounted automatic driving system receives operation plan information of the station automatic driving system and controls the automatic train operation;

Under the protection of the on-board automatic protection system, the on-board automatic driving system receives the operation plan of the station automatic driving system and automatically adjusts the train operation;

The vehicle-mounted equipment also includes a TAG reader and a TAG antenna. The TAG antenna is connected to the TAG reader. The electronic tag communicates with the vehicle-mounted automatic driving system. The TAG antenna detects the electronic tag laid on the track surface. The driving system provides ground fixed information. The electronic label is a passive device. The invention detects the ground fixed information provided by the electronic tag through the TAG antenna and cooperates with the station automatic driving system to complete the automatic control of the train, thereby constructing a lightweight train control system with simple structure and rapid response.

The central equipment provides the user operation interface for the central dispatcher to realize the short-circuit setting of the whole line of trains. The user operation interface displays the status of the entire line and the train position. The central device generates, executes and adjusts the timetable, and issues route commands for station interlocking.

The station interlocking receives the route command from the central equipment, performs route preselection, realizes the interlocking logic processing of the signal equipment, and completes route selection and locking. The station interlocking generates track codes, turnout action signals and signal control commands. The station interlock is interfaced with trackside equipment to collect the status of field signal equipment.

The vehicle-mounted equipment includes the vehicle-mounted automatic protection system. The vehicle-mounted protection system decodes the track code generated by the station interlock through the TCR reader, obtains the track speed limit of the current section, and calculates the emergency brake trigger curve, the service brake trigger curve, and the switch Pull the curve to complete the speed limit control of the train through the on-board automatic protection system.

The vehicle-mounted equipment includes a vehicle-mounted human-machine interaction platform, and the vehicle-mounted human-computer interaction platform performs information interaction with the vehicle-mounted automatic protection system and the vehicle-mounted automatic driving system respectively.

The system has a simple structure, strong applicability and scalability, and can effectively reduce the cost of system construction and the difficulty of maintenance.

The lightweight train control system based on TAG positioning is suitable for subways, intercity and mainline railways that do not require high operating efficiency at home and abroad. It can build standard lightweight train control systems based on TAG positioning on new lines, as well as It is possible to add an automatic driving function to the original signal system on the existing line.

The lightweight train control system based on TAG positioning consists of central equipment, station equipment, trackside equipment, and station equipment. The central equipment is the Operation Control Center (CCO); the station equipment includes: station interlocking (CBI) and station automatic driving system; trackside equipment includes: signal equipment, turnouts, track circuits, TAG (electronic tag) and other signal equipment; on-board equipment Including: vehicle-mounted automatic protection system, vehicle-mounted automatic driving system, DMI (human-machine exchange platform), etc.

The operation control center is a non-safety subsystem. The operation control center provides a user operation interface for the central dispatcher, realizes the route setting of the whole line of trains, and displays the status of the whole line and the position of each train. The operation control center generates, executes and adjusts timetables, and issues routing commands for interlocking stations.

The station interlocking receives the route order from the operation control center, performs route preselection, realizes the interlocking logic processing of the signal equipment, and completes the route selection and locking. In addition, the station interlocking sends out control commands for the semaphore and the action switch to ensure the correct interlocking relationship between the entry, turnout and the semaphore; at the same time, the station interlocking collects the status of the field signal equipment through the interface with the trackside equipment. The station automatic driving system is a unique subsystem of the system. The station automatic driving system calculates the operation level of the train according to the operation time of the operation control center. The station automatic driving system calculates according to the timetable of each train arriving at the station and the departure timetable The travel time interval of the two trains before and after, and then according to the distance between the station and the next station, calculate the average speed of each train should travel between the two stations, so as to calculate the operating level. Exemplarily, the operation level can be divided into 35km～90km/h according to needs, and every 5Km/h is a gear, forming an operation grade of 12 gears. In addition, the station automatic driving system establishes vehicle-ground wireless communication to send remote control commands for the vehicle-mounted automatic driving system such as skipping, detaining, opening and closing doors, and operating levels. The station interlocking and station automatic driving system have the characteristics of independent equipment functions and independent interfaces. The station automatic driving system is completely isolated from the station interlock. There is no communication between the station automatic driving system and the station interlock, and the station automatic driving system does not assume safety functions .

The signal in the trackside equipment is used to display the status of the road ahead. Signals are usually installed at the entrance and exit of the transition area, in front of the turnout, station entrance and station exit. The semaphore is used to remind the driver of the free section and the way in. The switch is operated by a switch machine. The position state of the switch directly determines the direction of the train running, and is the final reflection of the route arrangement. The track circuit uses the rails and mechanical insulation sections of the line to divide the stations into many blocked zones, supervise whether each zone is free, and send the track code to the locomotive signal. Electronic tags are passive devices laid on the track surface, and their main purpose is to provide reliable ground fixed information to the on-board automatic driving system. The electronic tags of this system are distributed 450 meters away from the entrance or exit; and the electronic tags are also set in the station, symmetrically distributed about the center of the station. The ground fixed information of the electronic tag includes: the distance of the current electronic tag from the parking point and the position of the current electronic tag from the entrance and exit of the platform.

The on-board automatic protection system realizes the speed protection logic by receiving the track code, and performs operations such as emergency braking, cutting off the traction, and parking brake on the vehicle through the train interface unit to prevent the train from overspeeding, advancing or slipping. The vehicle-mounted automatic driving system obtains the speed limit of the track section through the vehicle-mounted automatic protection system, obtains the operation level speed limit through the vehicle-ground communication, obtains the parking point location and platform speed limit information through the electronic tag, and controls the traction brake of the train to stop accurately. The vehicle-mounted man-machine exchange platform displays information such as train speed, train speed limit, skipping, and detention for drivers to monitor.

The working principle of a lightweight train control system based on TAG positioning is as follows:

1. The dispatcher of the operation control center through the preset plan, handles the route for the line train and issues the station interlocking within the jurisdiction, the operation control collects the station interlocking information, and displays the occupancy status of each track section in real time on the interface.

2. Station interlocking receives the route command from the operation control center, completes the interlocking logic processing of the signal equipment, completes the route selection and locking, completes the generation of the track code and the turnout action signal, and ensures the route, turnout and The interlocking relationship between the signals is correct. At the same time, station interlocking will also collect the status of trackside equipment for use in interlocking logic judgment conditions or display.

3. The station automatic driving system establishes wireless communication with trains within a certain range, and sends operation plan information to the on-board automatic driving system. This information is non-safety information, and the vehicle-to-ground communication is only a part of the automatic driving system subsystem and is independent of others Subsystem.

Trackside equipment is used as a ground signal terminal, and the track circuit is used to send different carrier frequency signals to the train to realize the speed limit notification of the current track section; the light position of the semaphore is used to remind the driver of the idleness of the section in front and the direction of the road; The fixed/reverse position of the turnout directly determines the forward/lateral entry or exit of the train.

4. The on-board automatic protection system decodes the track circuit carrier frequency information through the TCR reader, obtains the track speed limit of the current section, calculates the emergency brake trigger curve, the common brake trigger curve, and the cut curve to complete the speed limit control of the train.

5. Under the speed protection of the on-board automatic protection system, the on-board automatic driving system receives the operation plan of the station automatic driving system, automatically adjusts the maximum operating speed according to the operation plan, and completes the door opening and closing actions, and the execution of the jump/stop. When the train is about to enter the station, the direction is determined by receiving two consecutive inbound electronic tags, combined with the train running direction and the content of the TAG message to obtain the location of the inbound entrance, and slow down and enter the station in advance; when the train enters the station, it stops accurately by receiving the TAG The message obtains the distance from the parking point, and automatically adjusts the brake level to achieve precise parking.

6. The vehicle-mounted human-computer interaction platform can display speed limit information, operation plan information, alarm information, etc. in real time through information interaction with the vehicle automatic protection system and the vehicle automatic driving system for driver monitoring.

The station automatic driving system obtains information such as the operation plan of the central equipment and the track section occupancy status of all trains on the line, and automatically adjusts the operation level for each train.

The station autopilot system is completely isolated from the station interlock, the station autopilot system does not communicate with the station interlock, and the station autopilot system does not assume safety functions.

The components required for TAG electronic tags in vehicle equipment include: TAG reader (TAG reader), TAG antenna. The TAG antenna receives the TAG radio frequency on the track and transmits its data to the TAG reader. The TAG reader converts the radio frequency information into The ASCALL code is sent to the on-board automatic driving system in the form of a byte stream.

The TAG message information has target point and parking point information. When the train passes the TAG, the on-board automatic driving system obtains the TAG message, and converts the parking point and target point fields of the message into position information. The on-board automatic driving system will describe according to TAG The location information controls the car, and displays the TAG message on the on-board human-computer interaction platform for the driver to view.

The function of the track circuit in the system is to provide the track code for the on-board automatic protection system. The automatic protection system calculates the corresponding speed limit and the position of the dangerous point according to the track code. At the same time, the occupancy of the track circuit will be detected by the interlock, and the interlock will report the track occupancy information to the central equipment, and the central equipment will obtain the occupancy status of all track sections on the line. The track circuit has nothing to do with the function of the autonomous driving system.

Now, the implementation of the present invention is introduced by taking a train operation control system without an automatic driving system as an example. Figure 2 shows a schematic diagram of the train operation control system structure of the automatic driving system that is not equipped. As shown in Figure 2, the station equipment only includes station interlocks. As the central equipment, the operation control center is only used to send route commands to the station interlock. According to the route command sent by the operation control center, the station interlocking completes the interlocking logic processing of the signal equipment, completing the route selection and locking, and the station interlocking generates the track code, the switch action signal and the signal control signal, So as to ensure the correct interlocking relationship between train entry, track switch and signal machine. At the same time, station interlocking also collects the status of trackside equipment for use in interlocking logic judgment conditions or display.

Trackside equipment includes track circuits, signals, and turnouts. In this embodiment, the signal is set at the exit, entrance, front of the switch, station entrance, and station exit of the transition zone. The light position of the semaphore is used to inform the driver of the free section in front and the way in. The switch is operated by a switch machine. Whether the switch machine is in the positioning state or the reverse state directly determines the direction of the train running, reflecting the arrangement of the station interlock. The track circuit uses the rails and mechanical insulation sections of the line to divide the stations into many blocked zones, supervise whether each zone is free, and send the track code to the locomotive signal. The track circuit realizes the speed limit notification of the current track section by sending different carrier frequency signals to the train.

The station equipment includes a TCR reader for receiving the track code, the TCR reader receives the carrier frequency signal of the track circuit, and the TCR reader can obtain the speed limit of the current section of the track according to the carrier frequency signal. In addition, the TCR reader sends the speed limit information of the current section track to the on-board automatic protection system. The on-board automatic protection system calculates the emergency brake trigger curve, the common brake trigger curve, and the cut curve according to the speed limit information of the current section of the track to complete the speed limit work of the train.

An on-board cabinet is installed in the front of the train. The vehicle cabinet includes FZL.X20 platform, GSSAP platform, radar system, vehicle automatic protection system (ATP), vehicle automatic driving system (ATO) and TCR reader, and the corresponding interface is provided on the vehicle cabinet. Two sets of acceleration sensors are installed at the bottom of the train to measure the acceleration information of the train. Speed sensors are installed on the wheels of the train to detect the moving speed of the vehicle. Exemplarily, the wheel speed sensors are arranged on the front wheels and the rear wheels of the train head, respectively. The interface of the acceleration sensor station cabinet at the bottom of the train is connected to the station automatic protection system. The speed sensor at the bottom of the train is connected to the station automatic protection system through the interface of the station cabinet.

A TAG antenna is installed at the bottom of the train, and the TAG antenna is connected to the on-board automatic driving system of the on-board cabinet.

A TCR antenna is set at the bottom of the train, and the TCR antenna is connected to the TCR reader in the vehicle cabinet through an interface on the vehicle cabinet. The carrier frequency information on the track circuit is received through the TCR antenna, and the carrier frequency information is transmitted to the TCR reader. The TCR reader can analyze the track speed limit information of the current section. The TCR reader is connected to the on-board automatic protection system and sends the current track speed limit information to the on-board automatic protection system.

The radar is used to connect to the communication antenna (AP), through which it can communicate with remote devices.

The station equipment also includes the man-machine exchange platform (DMI). The man-machine exchange platform is connected to the vehicle-mounted automatic driving system and the vehicle-mounted automatic protection system through the interface of the vehicle cabinet. Since the radar of the vehicle-mounted equipment is not connected to the station automatic driving system, the human-machine exchange platform The exchange platform cannot display operation plan information, and the man-machine exchange platform only displays real-time speed limit information and alarm information for driver monitoring.

In order to transform the train operation control system that does not have an automatic driving system, the automatic driving function is added, and the station automatic driving system is installed in the station equipment. The station automatic driving system communicates with the central equipment wirelessly, receives the train running time sent by the central equipment, and calculates the operation level of the class car. The station automatic driving system establishes wireless communication between the vehicle and the ground. The station automatic driving system communicates with the communication antenna of the on-board equipment, and sends remote control commands to the on-board automatic driving system. Among them, remote control commands include remote control commands such as stop and jump, detain, open and close doors, and run level. During the establishment process, the station automatic driving system is independent of the station interlocking function and interface of the station equipment.

In order to transform the train operation control system that does not have an automatic driving system, in addition to adding a station automatic driving system, it is also necessary to lay electronic tags on the track surface. The electronic tags are passive devices. The TAG antenna at the bottom of the train detects electronic tags. The electronic tag provides reliable ground road information for the on-board automatic driving system. The electronic tags are distributed at 450 meters from the entrance/exit, and are distributed symmetrically about the center of the platform in the station. The fixed message content includes: distance from the stop point, distance from the entrance and exit of the platform, etc. Exemplarily, the electronic tags are distributed 450 meters away from the station entrance. Two sets of electronic tags are set at the station entrance, and the two sets of electronic tags are 20 meters apart. When the train passes the electronic tags, the TAG antenna detects the electronic tags and obtains the messages of the electronic tags. By comparing the message information of the two sets of electronic tags, the current traveling direction of the train can be determined. Combining the train's running direction and message content to obtain the position of the station entrance, and decelerate to enter the station in advance; when the train enters the station, receive the precise stop electronic label message through the electronic tag set in the station to obtain the distance to the stopping point, and automatically adjust the braking level Realize precise parking. The TAG antenna sends the message information to the vehicle-mounted automatic driving system, and the vehicle-mounted automatic driving system converts the message information into position information. The station automatic driving system controls the car based on the location information recorded by the electronic tag. In this way, the automatic driving function is added to the train operation control system that does not have the automatic driving system.

Although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or equivalently replace some of the technical features; and these Modification or replacement does not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

A lightweight train control system based on TAG positioning, which is characterized by including central equipment, station automatic driving system, vehicle-mounted equipment, the central equipment communicates with the station automatic driving system, and the station automatic driving system communicates with the vehicle-mounted equipment; among them,

The central device is used to send the operation plan and track section occupancy status to the station automatic driving system;

The station automatic driving system is used to adjust the operation level of the train according to the operation plan of the central equipment and the occupancy of the track section;

The vehicle-mounted equipment includes a vehicle-mounted automatic driving system, and the vehicle-mounted automatic driving system communicates with the station automatic driving system;

The vehicle-mounted automatic driving system is used to receive the operation plan information of the station automatic driving system and control the automatic operation of the train;

The vehicle-mounted equipment further includes an electronic tag antenna, which communicates with the vehicle-mounted automatic driving system, and the electronic tag antenna is used to obtain message information of the electronic tag laid on the rail;

The vehicle-mounted automatic driving system automatically controls the vehicle according to the message information of the electronic tag.
The lightweight train control system based on TAG positioning according to claim 1, wherein the message information is ground fixed information, and the ground fixed information includes target point information and parking point information.
The lightweight train control system based on TAG positioning according to claim 1, wherein the vehicle-mounted device comprises an electronic tag reader, and the electronic tag reader communicates with the electronic tag antenna;

The electronic tag antenna receives the radio frequency information of the electronic tag on the track, thereby obtaining the message information of the electronic tag;

The electronic tag transmits the radio frequency information to the electronic tag reader, and the electronic tag reader converts the radio frequency information into ASCALL code, and sends it to the on-board automatic driving system in the form of byte stream.
The lightweight train control system based on TAG positioning according to claim 1, wherein the central device includes generating, executing and adjusting timetables.
The lightweight train control system based on TAG positioning according to claim 1, wherein the central device issues an access command to the station interlock; the station interlock performs route preselection according to the access command Interlocking logic processing with signal equipment to complete the routing and locking of the route.
The lightweight train control system based on TAG positioning according to claim 5, wherein the station interlocking generates track codes, turnout action signals and signal control commands.
The lightweight train control system based on TAG positioning according to claim 5, wherein the station interlock and trackside equipment interface collect field signal equipment status collection.
The lightweight train control system based on TAG positioning according to claim 6, wherein the on-board equipment includes an on-board automatic protection system, and the on-board protection system decodes the track code generated by the station interlock through a TCR reader , Obtain the track speed limit of the current section, calculate the emergency brake trigger curve, the normal brake trigger curve, and the cut curve.
The lightweight train control system based on TAG positioning according to any one of claims 1 to 8, characterized in that, under the protection of the on-board automatic protection system, the on-board automatic driving system receives information from the station automatic driving system Operation plan, automatic adjustment of train operation.
The lightweight train control system based on TAG positioning according to any one of claims 1 to 8, wherein the on-vehicle equipment comprises a vehicle-mounted human-machine interaction platform, and the vehicle-mounted human-computer interaction platform is respectively connected with the vehicle automatic protection System and on-board automatic driving system for information interaction;

The human-computer interaction platform displays the message information of the electronic tag.