CN109625031B

CN109625031B - Non-communication vehicle operation method and control system for simplifying track occupation detection equipment

Info

Publication number: CN109625031B
Application number: CN201811344937.5A
Authority: CN
Inventors: 于银刚; 张强
Original assignee: Traffic Control Technology TCT Co Ltd
Current assignee: Traffic Control Technology TCT Co Ltd
Priority date: 2018-11-13
Filing date: 2018-11-13
Publication date: 2020-09-25
Anticipated expiration: 2038-11-13
Also published as: CN109625031A

Abstract

The embodiment of the invention discloses a non-communication vehicle operation method and a control system for simplifying track occupation detection equipment. After the target train is degraded to the non-communication train, the TMC determines a running road section for the target train station by station according to the non-communication train path, the determined running road section is sent to the target train, and the target train advances along the determined running road section until the destination of the non-communication train path is reached. The method can guide the target train to travel to the destination of the fault train along the non-communication train path by less trackside equipment. The method for determining the traveling road section station by station leads the target train to the destination of the fault train under the condition of not influencing the operation of the previous train, thereby not only ensuring the operation safety of the non-communication train, but also reducing the influence on the operation of other trains in the non-communication train line.

Description

Non-communication vehicle operation method and control system for simplifying track occupation detection equipment

Technical Field

The embodiment of the invention relates to the technical field of non-communication vehicle operation control, in particular to a non-communication vehicle operation method and a non-communication vehicle operation control system for simplifying track occupation detection equipment.

Background

A traditional train operation control system (CBTC system) based on communication is key system equipment for ensuring train operation safety, realizing train operation command and train operation automation and improving transportation efficiency, and comprises a vehicle-mounted automatic protection subsystem (ATP), a vehicle-mounted automatic driving subsystem (ATO), a central and station train automatic monitoring subsystem (ATS), a ground ATP (ZC: zone controller), an interlocking CI, a data communication wired and wireless system DCS, a trackside equipment annunciator, a turnout, a shaft counter, a responder and the like. When the train is degraded due to faults or the train is a non-CBTC train, mixed transportation can be carried out at the interlocking level, and the position information of the degraded train/the non-CBTC train is obtained through the occupation of the axle counting section, so that the safe and normal operation of the whole train is ensured. However, the traditional CBTC system has a plurality of devices, complex interfaces and large workload of construction and maintenance of the devices. Therefore, the train operation control system (TCTCS) which takes the vehicle-mounted controller as the core and combines active identification is designed to optimize the system architecture, reduce trackside and station equipment and furthest shorten the train operation interval on the premise of ensuring the driving safety and high equipment reliability, and is an improvement and upgrade of the traditional CBTC signal system.

The TCTCTCS system is characterized by that on the basis of CBTC mobile block signal control system the trackside equipment of trackside ZC subsystem (zone controller), CI (interlocking equipment) and axle counter, etc. are cancelled from system structure, and the related functions are integrated into vehicle-mounted VOBC equipment, and the trackside equipment is equipped with object controller OC only for controlling turnout, and the modes of calculating movement authorization of train by ground ZC subsystem, controlling running and interval control of train and trackside CI route-handling in original CBTC system are improved, and changed into the mode of making self-operation planning by train according to running plan issued by centre, canceling route concept, and the train can independently apply for resources on the route and control resources, and utilize the mode of direct communication between train and train to directly obtain the information of position and running speed of front and rear trains and on-line other trains, and control speed of train so as to prevent train from colliding, And the tail is collided, so that the operation is safer, more reliable and more efficient.

However, the trackside equipment of a train operation control system (tctctcs system) with an on-board controller as a core has an object controller OC and a passive transponder. The train and each subsystem communicate and interact various information, but when the train is degraded due to faults or communication faults, other trains and subsystems cannot acquire the position information of the non-communication train through a communication system, and meanwhile, the position of the non-communication train cannot be provided beside a track due to the fact that the ground is not provided with an axle counting system.

In practical application, the inventor finds that after a train fault in the tctctcs system is degraded into a non-communication train, the non-communication train cannot perform information interaction with other trains and trackside equipment, which brings a safety problem to the operation of the train in a line, and meanwhile, the non-communication train also affects the operation of other trains in the line.

Disclosure of Invention

The invention aims to solve the problems that after the train fault in the TCTCTCS system is degraded into a non-communication train, the safety problem is brought to the running of the train in a line because information interaction with other trains and trackside equipment cannot be carried out, and the non-communication train also influences the running of other trains in the line.

In view of the above technical problems, an embodiment of the present invention provides a method for operating a non-communication vehicle that simplifies track occupation detection equipment, including:

after receiving the information that the target train is degraded into the non-communication train, the trackside train management center TMC sends application information for planning a non-communication train path to reach a fault train destination for the target train to a scheduling command center ITS;

after receiving the non-communication vehicle path sent by the ITS, the TMC determines a running road section of the target train running along the non-communication vehicle path station by station according to the position of each station on the non-communication vehicle path, and sends prompt information of running along the determined running road section to the target train until the target train reaches the end point of the non-communication vehicle path;

each driving road section is determined according to the latest position of the target train, the position of each station on the non-communication train path, turnout resources on the non-communication train path and the occupation information of the axle counting section determined by the outbound axle counting arranged at each station; neither upgrading nor downgrading of the train affects the communication between the train and the TMC.

The embodiment provides a control system for simplifying the operation of a non-communication vehicle of track occupation detection equipment, which comprises TMC, ITS and an outbound axle counter arranged at each station;

The embodiment of the invention provides a non-communication vehicle operation method and a control system for simplifying track occupation detection equipment. After the target train is degraded to be a non-communication train, the TMC applies for planning a non-communication train path for the target train to the ITS. And after receiving the non-communication vehicle path, the TMC acquires the latest position of the target train from the zone controller OC, determines a running road section for the target train station by station according to the position of each station on the non-communication vehicle path, turnout resources and the axle counting zone occupation information determined by the outbound axle counting arranged at each station, sends the determined running road section to the target train, and the target train advances along the determined running road section until reaching the end point of the non-communication vehicle path. The method can guide the target train to travel to the destination of the fault train along the non-communication train path by less trackside equipment. The method for determining the traveling road section station by station leads the target train to the destination of the fault train under the condition of not influencing the operation of the previous train, thereby not only ensuring the operation safety of the non-communication train, but also reducing the influence on the operation of other trains in the non-communication train line.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.

FIG. 1 is a schematic diagram of an arrangement of axle count backup modes provided by one embodiment of the present invention;

FIG. 2 is a schematic diagram of an arrangement of a backup mode for an axle counter according to another embodiment of the present invention;

FIG. 3 is a schematic diagram of an arrangement of axle count backup modes provided by one embodiment of the present invention;

FIG. 4 is a flow chart illustrating a method for simplifying operation of a non-communicating vehicle of the track occupancy detection device according to an embodiment of the present invention;

FIG. 5 is a schematic illustration of a planned non-communicating vehicle path provided by one embodiment of the present invention;

figure 6 is a schematic illustration of a planned travel segment for the train 2 based on a non-communicating vehicle path, provided by an embodiment of the present invention;

figure 7 is a schematic illustration of a planned travel path segment for train 2 with switches in accordance with one embodiment of the present invention;

fig. 8 is a schematic diagram of a planned travel route for the train 2 after the train travels to a station according to an embodiment of the present invention;

fig. 9 is a schematic view of a train 2 according to an embodiment of the present invention, after leaving a station B, canceling a travel route;

fig. 10 is a schematic view of another alternative route canceling system after the train 2 leaves the station B according to an embodiment of the present invention;

fig. 11 is a schematic view of another alternative route canceling system after the train 2 leaves the station B according to an embodiment of the present invention;

fig. 12 is a schematic diagram of a travel route section planned to a train avoiding line for the train 2 according to an embodiment of the present invention;

fig. 13 is a schematic view of a train 2 according to an embodiment of the present invention, after leaving a station C, canceling a travel route;

fig. 14 is a schematic view of the train 2 traveling to the train-avoiding line according to an embodiment of the present invention;

FIG. 15 is a schematic illustration of non-communicating vehicle path planning and signal light control with a turn-back area provided by one embodiment of the present invention;

FIG. 16 is a schematic illustration of non-communicating vehicle path planning and signal light control with a turn-back area provided by one embodiment of the present invention;

FIG. 17 is a schematic illustration of non-communicating vehicle path planning and signal light control with a turn-back area provided by one embodiment of the present invention;

FIG. 18 is a schematic illustration of non-communicating vehicle path planning and signal light control with a turn-back area provided by one embodiment of the present invention;

FIG. 19 is a schematic illustration of non-communicating vehicle path planning and signal light control with a turn-back area provided by one embodiment of the present invention;

FIG. 20 is a schematic illustration of non-communicating vehicle path planning and signal light control with a turn-back area provided by one embodiment of the present invention;

FIG. 21 is a schematic illustration of non-communicating vehicle path planning and signal light control with a turn-back area provided by one embodiment of the present invention;

fig. 22 is a schematic diagram of non-communicating vehicle path planning and signal light control with a turn-back area according to an embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The non-communication vehicle operation method and the control system for simplifying the track occupation detection equipment, which are provided by the invention, are supplementary and perfect for the existing TCTCS system with the vehicle-mounted controller as the core. The control system is additionally provided with a Train side management Center (TMC) on the basis of a VBTC (visual basic control unit), and the TMC has the functions of communicating with a non-communication vehicle and planning a running road section for the non-communication vehicle. The TMC automatically plans a driving road section according to a non-communication vehicle route planned by a scheduling command center ITS in combination with the front and rear vehicle positions of the non-communication vehicle, and applies for turnout resources on the route. And the TMC acquires the position information of the front and rear vehicles of the non-communication vehicle in real time and updates the path of the non-communication vehicle and related resources on the path.

In addition, in the method provided by the embodiment, a small number of outbound meter shafts and signal machines can be installed beside the track. The axle counting is used for detecting the section where the fault train is located, and the signal machine is used for guiding the driver of the degraded train to drive.

TMC collects the number of axle counters and the occupation condition of the axle counting sections, and presents the occupation area of the degraded train through a central display to provide information for dispatching and monitoring of dispatching personnel. Meanwhile, the occupation condition of the axle counting section can be used for TMC to calculate the path of the non-communication vehicle and apply for resources on the path of the non-communication vehicle. According to the method provided by the embodiment, on the basis of the TCTCTCS system, only a few number of axle counting signal devices are added beside the track, so that the operation protection function of a non-communication vehicle is realized, and the integrity and the safety of the TCTCTCS system are improved.

Fig. 1 to 3 show an arrangement diagram of the axle counting backup mode in the method provided by the present embodiment, and referring to fig. 1, in the ascending direction, an outbound axle counter is provided at each station, for example, the outbound axle counter SC1 provided at station a, the outbound axle counter SC2 provided at station B, the outbound axle counter SC3 provided at station C, and the like. In the down direction, an exit meter shaft is provided at each station, for example, an exit meter shaft XC1 provided at station a, an exit meter shaft XC2 provided at station B, an exit meter shaft XC3 provided at station C, and the like. Meanwhile, a signal machine is arranged at each outbound axle counting position.

As shown in fig. 2 and 3, for a route with a turn-back, an axle counting and protection signal machine is also arranged at the turn-back position, and an axle counting is arranged at a turnout section. In addition, the switch indicators can be arranged in front of the switches far away from the outbound signal machine according to requirements. The turnout indicator does not serve as a safety function and plays a role in prompting a driver. The green light indicates that the turnout is positioned, the yellow light is in the reverse position, and the red light indicates that the turnout is in fault or is four. The signalers are started in the backup mode, and the corresponding OC is informed to light the corresponding signalers by the TMC.

Axle counting and protection semaphores, such as semaphores F1 and F2 in fig. 2, are also provided at the train evasion route (faulty train destination) or at the departure. In fig. 3, traffic signals F2 and F4 provided at the turnaround section 6G, and traffic signals F3 and F5 provided at the turnaround area 3G.

Based on the track arrangement in fig. 1 to fig. 3, fig. 4 is a schematic flow chart of a method for operating a non-communication vehicle of a simplified track occupation detection device according to this embodiment, and referring to fig. 4, the method includes:

401: after receiving the information that the target train is degraded into the non-communication train, the trackside train management center TMC sends application information for planning a non-communication train path to reach a fault train destination for the target train to a scheduling command center ITS;

402: after receiving the non-communication vehicle path sent by the ITS, the TMC determines a running road section of the target train running along the non-communication vehicle path station by station according to the position of each station on the non-communication vehicle path, and sends prompt information of running along the determined running road section to the target train until the target train reaches the end point of the non-communication vehicle path;

The communication system between the TMC and the train is a set of communication system other than the communication system independent of vehicle-to-vehicle communication, the communication system between the train and the trackside equipment, and the communication system between the train and the control center. Therefore, the communication between the TMC and the train is not affected by whether the train is currently in the state of the communicating vehicle or the state of the non-communicating vehicle. When the train is degraded to a non-communicating train, the train cannot communicate with other trains or other subsystems in the operating system, but the train can still communicate with TMC.

After the target train in the route is degraded to be a non-communication train, the TMC is informed, and a non-communication train path planned by the ITS for the target train is obtained through interaction between the TMC and the ITS. TMC obtains the information of each train position in the control area of the target train, which is stored by OC for the last time, from the area controller OC in the area where the target train is located, and plans station by station according to the latest position, the position of a station on a non-communication train path, turnout resources and axle counting zone occupation information to serve as a running road section on which the target train runs. And the target train advances according to the driving road sections determined station by station until reaching the end point of the non-communication train path.

The method provided by the embodiment leads the target train to the end point of the non-communication train path only by fewer trackside equipment. The method for planning the driving road section for the target train station by station also reduces the driving of other vehicles on the path of the non-communication vehicle.

The embodiment provides a non-communication vehicle operation method for simplifying track occupation detection equipment, wherein an outbound axle counter is arranged at each station, and a trackside train management center TMC is arranged, wherein the communication process of the trackside train management center TMC and a train is not affected by upgrading or degrading of the train. After the target train is degraded to be a non-communication train, the TMC applies for planning a non-communication train path for the target train to the ITS. And after receiving the non-communication vehicle path, the TMC acquires the latest position of the target train from the zone controller OC, determines a running road section for the target train station by station according to the position of each station on the non-communication vehicle path, turnout resources and the axle counting zone occupation information determined by the outbound axle counting arranged at each station, sends the determined running road section to the target train, and the target train advances along the determined running road section until reaching the end point of the non-communication vehicle path. The method can guide the target train to travel to the destination of the fault train along the non-communication train path by less trackside equipment. The method for determining the traveling road section station by station leads the target train to the destination of the fault train under the condition of not influencing the operation of the previous train, thereby not only ensuring the operation safety of the non-communication train, but also reducing the influence on the operation of other trains in the non-communication train line.

Specifically, in the normal running process of the train-to-train communication, if the train-to-train communication vehicle-mounted equipment breaks down, the train is braked and stopped emergently, the RM is prompted to be turned, a driver confirms the RM to be turned after the RM, and the train is stopped to wait for a dispatching instruction. TMC enables a meter axle backup mode for the faulty vehicle. The faulty train is not allowed to run in reverse.

For example, fig. 5 is a schematic diagram of a planned non-communication vehicle path provided in this embodiment, referring to fig. 5, a train 1, a train 2, and a train 3 exist on a forward running line in a downlink direction, the train 2 fails and degrades into a non-communication vehicle (the train 2 is a target train in this embodiment), TMC applies for planning a non-communication vehicle path for the train 2 from ITS, the non-communication vehicle path planned by ITS is shown as an uplink line corresponding to a thick dashed line in fig. 2, and the non-communication vehicle path extends from a location where the train 2 is located to a destination of the failed train.

TMC obtains the last stored location of each train on the line from an OC (e.g., OC2 in fig. 5), and OC2 records that train 2 is a non-communicating vehicle after train 2 is downgraded. TMC calculates the position of the train 2, processes the non-communication vehicle paths (running road sections) section by section according to the planned non-communication vehicle paths issued by ITS, and sends the calculated position/non-communication vehicle paths to all OCs within the path range, other trains can acquire the non-communication vehicle path information of the train 2 from the OCs (TMC converts the non-communication vehicle paths into position information and sends the position information to the OCs), if the rear train 1 can acquire the non-communication vehicle path information of the train 2 from the OC2 to calculate MA, the MA terminal should have a margin with the non-communication vehicle paths. The position estimation needs to consider train speed, braking force, retrogression distance and time delay.

Further, on the basis of the above embodiment, after receiving the non-communication vehicle route sent by the ITS, the TMC determines, station by station, a travel section on which the target train travels along the non-communication vehicle route according to the position of each station on the non-communication vehicle route, and sends a prompt message for traveling along the determined travel section to the target train until the target train reaches the end point of the non-communication vehicle route, including:

after receiving the non-communication vehicle path sent by the ITS, the TMC circularly executes station-by-station road section determination operation until the target train reaches the end point of the non-communication vehicle path;

wherein the station-by-station road segment determining operation comprises:

when the target train does not start to travel along the non-communication path, acquiring a position of the target train which is updated by an OC (open communication) latest as the latest position, or taking an end point of a last determined travel section as the latest position after the target train travels to the end point of the last determined travel section;

acquiring a nearest station which is closest to the latest position on a non-communication vehicle path from the latest position to the end point of the non-communication vehicle path;

judging whether a turnout exists on a non-communication vehicle path from the latest position to the nearest station, if so, successfully applying for turnout resources on the non-communication vehicle path from the latest position to the nearest station, and taking the non-communication vehicle path from the latest position to the nearest station as a current determined driving section under the condition that no train exists on the non-communication vehicle path from the latest position to the nearest station, and sending prompting information for driving along the current determined driving section to the target train by the TMC.

For example, fig. 6 shows a schematic diagram of planning a travel section for the train 2 according to the non-communication vehicle path, and referring to fig. 6, when the travel section is determined according to the non-communication vehicle path determined in fig. 5, TMC determines the latest position of the train 2 through the OC, and determines that the nearest station closest to the train 2 is the station B.

As shown in fig. 6, when there is no switch between the train 2 and the station B and there is no other train between the train 2 and the station B, the non-communication train path between the train 2 and the station B is taken as the travel section determined for the train 2, as shown by the black solid line in fig. 6. After the travel section is determined, the TMC sends a prompt message to the train 2 to travel along the travel section.

As shown in fig. 7, if there is a switch between the train 2 and the station B, and all switch resources between the train 2 and the station B are successfully applied, and there is no other train between the train 2 and the station B, the non-communication train path between the train 2 and the station B is taken as the travel route determined for the train 2, as shown by the black solid line in fig. 7.

Further, on the basis of the above embodiment, the method further includes:

if no turnout exists on a non-communication vehicle path from the latest position to the nearest station, judging whether a train exists on the non-communication vehicle path from the latest position to the nearest station, if so, taking the non-communication vehicle path from the latest position to the nearest station as a current determined driving section after all trains on the non-communication vehicle path from the latest position to the nearest station come out of the nearest station, and sending prompt information for driving along the current determined driving section to the target train by the TMC;

and if no train exists on the non-communication train path from the latest position to the nearest station, taking the non-communication train path from the latest position to the nearest station as the travel section determined this time, and sending prompting information for traveling along the travel section determined this time to the target train by the TMC.

As shown in fig. 6, if TMC has another train, for example, train 3, between train 2 and station B when determining a travel section for the train, train 3 is waited to clear station B, and the non-communication train route between train 2 and station B is taken as the travel section determined for train 2.

Further, on the basis of the above embodiment, the method further includes:

if a turnout which is unsuccessfully applied for the turnout resource exists on a non-communication vehicle path from the latest position to the nearest station, sending alarm information that the non-communication vehicle cannot run due to the fact that the turnout resource is unsuccessfully applied to the ITS by the TMC, and removing the turnout resource on the non-communication vehicle path from the latest position to the nearest station after the ITS receives the alarm information;

after receiving the occupied turnout resources which are successfully cleared and sent by the ITS and re-applying the prompt information of the turnout resources, the TMC re-applies the turnout resources on the non-communication vehicle path from the latest position to the nearest station;

and when the switch resources on the non-communication vehicle path from the latest position to the nearest station are successfully applied and no train exists on the non-communication vehicle path from the latest position to the nearest station, taking the non-communication vehicle path from the latest position to the nearest station as the currently determined travel section, and sending prompting information for traveling along the currently determined travel section to the target train by the TMC.

If there is a switch that has not been applied for between the train 2 and the station B, the TMC may send an alarm message to the ITS, so as to apply for the switch resource again after the switch resource on the non-communication vehicle path is released by the ITS, and determine the travel section for the train 2 again.

The embodiment provides a non-communication vehicle operation method for simplifying track occupation detection equipment, and the TMC determines a running road section for ensuring the safety of a train for a target train through the judgment of the position of a front vehicle on a path and the application of turnout resources.

Wherein the clear lock function to the ITS is received as follows: before the ITS is locked, the related trains applying for the turnout lock are manually confirmed to be stopped and cannot move again. The ITS issues a switch clear lock command to the OC, the OC clears all lock resources on the switch after receiving the clear lock command, and does not receive switch commands (switch and lock resource application commands) of all other devices (vehicles and TMC) except the ITS within 60 seconds, so that the aim of giving the ITS operation time is to prevent other devices from seizing the resources. The lock clearing function of the ITS is operated after the safety of the relevant train is confirmed manually.

The ITS can use the conditions of the turnout lock clearing function as follows: firstly, the dispatching needs to manually move the turnout to a required position but other lock resources exist on the turnout, or secondly, the train can not automatically delete the lock resources after being degraded, and the resources need to be manually deleted.

Fig. 5 to 14 show the whole process of the train 2 traveling along the non-communicating vehicle route planned in fig. 5 to the end of the non-communicating vehicle route, which is explained in detail as follows:

step (1) as shown in fig. 5, after the train 2 is degraded to be a non-communication vehicle, the TMC sends a request for applying for a non-communication vehicle path to the ITS, and the ITS selects a required non-communication vehicle planned path (as shown by a dotted line in fig. 5) on a scheduling interface according to a destination to which a required non-communication vehicle goes, and sends the path to the TMC.

Step (2) as shown in fig. 6, after receiving the planned route of the non-communication vehicle, the TMC checks the front occupancy forward from the location where the non-communication vehicle is degraded.

Case a: after the train 3 in front of the train leaves the station B, the TMC sets a non-communication vehicle path for the train 2 to the station B (i.e., a travel section including a protection section that leaves the station, and if there is a switch in the protection section, the TMC should apply for the resource of the switch at the same time), and the set non-communication vehicle path is sent to the OC 2.

Case b: as shown in fig. 7, there is a switch on the non-communication path, TMC first sends the set non-communication vehicle path to OC2, and then TMC needs to apply for switch resources from OC 2. If the switch 1 is positioned, TMC applies for positioning the sharing lock. If switch 1 also has rear train 1 and has also applied for the switch lock at this moment, train 1 follows OC2 and obtains the non-communication car route of train 2 after, withdraws current safe route and releases switch 1's share lock. When TMC checks that the addition of the non-communication vehicle path in the OC2 is successful and all turnout resources on the non-communication vehicle path are applied successfully, the signaler SC2 is lighted to emit red light, the next destination (station B) which can be reached is sent to the ITS, the dispatching judges that the non-communication vehicle path is successfully handled according to the next destination and the lighting condition, and the dispatching informs a driver of the train 2 to move forward.

If the switch in FIG. 7 is a reverse-position turnout-free lock, TMC applies for exclusive lock-move switch to position-turn to position shared lock. The non-communication path is successfully transacted and the SC2 signal is lit.

If the turnout in the figure 7 is in the reverse position and the shared lock of the train 1 exists, the TMC cannot move the turnout to the positioning, the non-communication train fails to be handled, the TMC notifies the dispatching, and after the dispatching manually confirms that the train occupying the resources of the turnout 1 stops and cannot move again, the resource lock of the turnout 1 is manually cleared. Then TMC applies for exclusive lock-move switch-turn location sharing lock. And then the TMC lights the annunciator, and the non-communication vehicle path is successfully transacted.

Further, on the basis of the above embodiments, after the target train reaches the end point of the non-communicating vehicle route, the method further includes:

and if the TMC judges that the end point of the non-communication vehicle path is not the destination of the fault train, the application information is sent to the ITS again.

In the step (1), if the train avoidance line or the train section can be reached only by the return, the ITS sets a planned route to the return station, and after the non-communication train reaches the return station and finishes the return, the ITS sends a second section of non-communication train route to the TMC. And the TMC opens and releases the non-communication vehicles section by section according to the non-communication vehicle path issued by the ITS. When the TMC does not receive the planned route of the non-communication vehicle issued by the ITS, the route of the non-communication vehicle cannot be automatically set.

As shown in fig. 15 and 16, the faulty train destination is located near the downlink meter axis XC5, and it is considered that the train 2 that is traveling on the uplink is turned back to the vicinity of the downlink meter axis XC 5. The end point of the first leg of the non-communicating vehicle path planned by the ITS is between F2 and F4 of the uplink, as shown by the bold black line in fig. 15. The second segment of the non-communication vehicle path is to travel from the link between F2 and F4 to the vicinity of XC5, as shown by the thick black line in fig. 16.

As shown in fig. 17 and 18, the ITS may also plan the end point of the first leg of the non-communicating vehicle path between F3 and F5 of the downlink, as shown by the bold black line in fig. 17. The second non-communication vehicle path is to travel from the section between F3 and F5 to the vicinity of XC5 as shown by the black bold line in fig. 18.

As shown in fig. 19 and 20, the train 2 running on the down-link is caused to run near the meter axis SC3 of the up-link. The end of the first leg of the non-communicating vehicle path planned by the ITS is near F1 on the uplink as shown by the thick black line in fig. 19. The second route of the non-communicating vehicle is from the vicinity of F1 to the vicinity of SC3, as indicated by a thick black line in fig. 20. Alternatively, as shown in fig. 21 and 22, the ITS may also plan that the end point of the first non-communicating vehicle path is near F2 of the uplink, as shown by the black bold line in fig. 21. The second non-communication vehicle route is from a link near F2 to near SC3, as shown by a thick black line in fig. 22.

Further, still include:

in the process that the target train runs along the non-communication vehicle path, if the TMC receives the non-communication vehicle path planned for the target train again by the ITS, judging whether the running road section currently running by the target train is included in the re-planned non-communication vehicle path;

if the current running road section of the target train is contained in the replanned non-communication vehicle path, after the target train runs to the end point of the current running road section, determining the running road section of the target train running along the replanned non-communication vehicle path section by section according to the replanned non-communication vehicle path, and sending the determined running road section to the target train until the target train reaches the end point of the replanned non-communication vehicle path;

and if the current running road section of the target train is not included in the re-planned non-communication train path, sending a prompt message that the target train cannot run according to the re-planned non-communication train path to the ITS.

In the above (1), if the ITS needs to change the non-communication vehicle route, a new non-communication vehicle plan is issued to the TMC. The non-communication vehicle route which is already processed by TMC is kept, and the next non-communication vehicle route is processed according to the new non-communication vehicle plan.

If the issued new non-communication vehicle planned path does not contain the axle counting section where the current non-communication vehicle is located, the TMC cannot handle the new non-communication vehicle path, at the moment, the TMC reports failure, namely failure reason, to the ITS, and the ITS issues the correct non-communication vehicle planned path again.

For example, if the train 2 runs on the non-communication train path, the fault is recovered, the train 2 is upgraded again, the train 2 judges whether the train runs on the non-communication train path of the train at present, if so, the operation is upgraded, and the train continues to run according to the ITS plan; if the terminal point is a car avoidance line, the car avoidance line waits for an ITS to issue a plan, and normal operation can be continued according to the plan. When TMC monitors that the fault train is restored and upgraded, the non-communication train path is cancelled, a command of deleting the non-communication train and a command of turning off the lamp are sent to the related OC, and lock resources on the current path are released. In the train list of the OC, the train 2 and the OC finish the registration and join the communication train list, and other trains can normally communicate, identify and link with the train 2.

And if the OC is restarted, the OC is powered on and unlocked after no train exists in the OC. If TMC is restarted, TMC can obtain the stored non-communication vehicle route from OC, and applies for the non-communication vehicle planned route again after TMC is restarted.

Further, in each of the above embodiments, the sending, to the target train, the notification information for traveling along the travel link specified this time by the TMC, using the non-communication route from the latest position to the nearest station as the travel link specified this time, includes:

after a non-communication vehicle path from the latest position to the nearest station is taken as a travel section determined this time, the TMC sends information for adding the target train and the travel section determined this time to an OC corresponding to the travel section determined this time;

the TMC sends first light control information to an OC corresponding to the determined running road section, the first light control information is used for controlling a first annunciator arranged at the nearest station to light up and send a first signal, and after the first annunciator lights up, the TMC sends prompt information for running along the determined running road section to the target train;

the first signal is used for prompting the target train, and the nearest station is a terminal of the driving road section.

As shown in fig. 7, when the TMC sets a travel section between the train 2 and the station B, first traffic light information is transmitted to the OC2, a traffic signal provided at the station 2 is lighted, for example, the traffic signal is lighted in red, and when the traffic signal is lighted, the TMC transmits a guidance for traveling along the travel section to the train 2.

As shown in fig. 8, when the train 2 arrives at the station B, the traffic signal SC2 at the station B is a red light (first signal), and when the next travel route BC is successfully set, the traffic signal SC3 is turned on, and when it is determined that the BC section is not occupied by the outbound meter shaft at the station B and the outbound meter shaft at the station C, the OC2 controls the SC2 to turn on a green light (second signal), and after the SC2 turns on the green light, the train 2 enters the travel route BC.

Specifically, in the case a of the above-described step (2), after the non-communication path setting is successful, the TMC waits for 5 cycles (1 second), and then transmits a command to light the SC2 traffic light to the OC2 (SC2 lights red). The dispatch notifies the driver of the faulty train 2 that it can travel forward to the next station, based on the conditions of the traffic signal lighting and the reachable next station destination (station B) transmitted by TMC. Wherein, for the protection make other trains receive the real-time nature of information have the deviation to lead to other trains to break into the non-communication car route because of communication delay and cause the potential safety hazard, TMC waits for 5 cycles after the non-communication car route sets up successfully: after 1 second (configurable), the lighting command is sent again.

When the TMC successfully sets the non-communication path, the dispatching can inform a station attendant of the fact that a non-communication vehicle enters the station, and the station attendant monitors the station according to the information. The train 2 moves to the station B and the signal displays forward movement according to the SC 2. (if the traffic signal is green indicating that the section is accessible; red indicating that the section is prohibited; meanwhile, if the SC2 traffic signal is green indicating that the section between SC2 and SC3 is free, no train or other obstacle).

Further, on the basis of each of the above embodiments, the sending, by the TMC, first light control information to an OC corresponding to the travel section determined this time, where the first light control information is used to control a first traffic light provided at the nearest station to be turned on and send a first signal, and after the first traffic light is turned on, the sending, by the TMC, to the target train, prompt information for traveling along the travel section determined this time includes:

the TMC sends first light control information to an OC corresponding to the determined traveling road section, wherein the first light control information is used for controlling a first annunciator arranged at the nearest station to light up and sending a first signal;

if the latest position is the position of the station, judging whether the running road section is unoccupied according to an outbound axle arranged at the latest position and an outbound axle arranged at the nearest station, if so, sending second light control information to an OC (open road) corresponding to the latest position, wherein the second light control information is used for controlling a second annunciator at the latest position to send a second signal;

the TMC sends prompt information of running along the determined running road section to the target train;

the second signal is used for prompting that the running road section of the target train is not occupied currently.

And (3): as shown in fig. 8, after the train 2 travels to the station B and the train 3 ahead clears the station C, the TMC may set a non-communication-vehicle path to the station C, send a command to add the non-communication-vehicle 2 to the OC3, and the OC3 adds the non-communication-vehicle attribute and the non-communication-vehicle path information of the train 2 to the train list.

When the addition of the non-communication vehicle is successful and the resource application on the path is successful, the TMC sends an SC3 signal machine lighting command (SC3 red light lighting) and an SC2 green light lighting command to the OC 3. Train 2 can go out to continue to station C according to the SC2 green light.

Further, on the basis of the above embodiments, the method further includes:

if the latest position is the position of the station, after the target train clears the station at the latest position, the OC corresponding to the latest position judges whether the position from the latest position to the nearest reverse station closest to the latest position is occupied in the direction from the terminal of the non-communication train path to the latest position according to the set outbound axle count;

if the communication route between the latest position and the latest reversing station is not occupied, the TMC cancels the non-communication vehicle route between the latest reversing station and the latest position, sends information for deleting the non-communication vehicle route between the latest reversing station and the latest position to the OC corresponding to the latest position, and sends information for closing the second signal machine to the OC corresponding to the latest position;

if the latest position is occupied to the nearest station, after the target train clears the nearest station, if the latest position is judged to be unoccupied to the nearest station, the TMC cancels the non-communication vehicle path between the nearest station and the latest position, sends information for deleting the non-communication vehicle path between the nearest station and the latest position to the OC corresponding to the latest position, and sends information for closing the second signal machine to the OC corresponding to the latest position.

And (4): as shown in fig. 9, after the train 2 completely leaves the platform area, the TMC can determine that the train 2 leaves the platform area and enters the BC area according to the axle counting area occupation information (the area AB is changed from occupied to free, the area BC is changed from occupied to free, and the axle counting JZ3 has the number of reported rounds), the TMC cancels the non-communication train path of the station B behind the train 2 and sends a command of deleting the non-communication train 2 to the OC2, and the OC2 deletes the non-communication train path information and the non-communication train attribute of the train 2 in the train list and updates the non-communication train path information in the OC 3. After the update and deletion of the non-communication vehicle path are successful, TMC sends an SC2 red light-on command to OC 2.

However, there are other situations, as shown in fig. 10, when the train 2 completely clears the platform area, there is another train occupancy in the AB zone (i.e., there is another train behind the train 2 in the AB zone before the train 2 is degraded, or the train behind the AB zone has tracked into the OC 2). That is, when the train 2 enters the BC section, the AB section is still in the pressure occupying state.

In this case, since the number of wheel pairs reported by the axle counter cannot be guaranteed to be completely correct, TMC cannot judge that the train 2 completely departs from the AB section according to the idle/occupied + number of wheel pairs, as shown in fig. 11, in this case, the non-communication vehicle path in the AB section is not cancelled first, and after the train continues to move forward to the CD section (the BC section is changed from occupied voltage to idle, the CD section is changed from idle to occupied, and the number of wheel pairs is reported by JZ 5), the non-communication vehicle paths in the AB section and the BC section are cancelled at the same time, the SC2 turns off the light, and the SC3 red light is turned on.

And (5): as shown in fig. 12, the TMC checks the non-communication vehicle path idle condition from station C out to the avoidance line, and moves the switch on the path to the required position accordingly, and maintains the switch sharing lock. And after all turnouts on the non-communication vehicle path are moved in place and the application resources are successful and the sections on the inspection path are idle, the TMC planning can be successful until the non-communication vehicle path of the vehicle avoidance line is reached. And lights SC3 green. F1 red light was lit.

And (6): as shown in fig. 13, the train 2 travels to the station C and operates in accordance with the lighting of the traffic signal SC 3. After the train 2 leaves the station C, the TMC cancels the non-communication train path behind according to the spare condition of the rear section of the train 2, the SC3 lights in red, and the SC2 lights out.

And (7): as shown in fig. 14, after the train 2 occupies the parking area and the train-avoidance line is stopped stably, TMC releases the non-communication train path and the switch resource lock on the path at the rear of the train according to the rear section idle, SC3 turns off the light, and the rear train 1 continues to move forward according to the planned moving switch. The train 2 stops on the train avoidance line, the OC3 maintains the non-communication train list and the non-communication train path information of the train 2, and other trains acquire the non-communication train path of the train 3 from the OC3 and judge that the train is not a front train or a rear train, so that the normal operation of other trains is not influenced.

The following describes a state change of a signal lamp during a train traveling process in a case where there is a turn-back area:

if the train needs to return back to be led to a train avoidance line or a train section, the TMC notifies the ITS to issue a planned route of the returned non-communication train after the non-communication train runs to a return section, dispatches and issues a new planned route of the non-communication train and notifies a train driver to return back, and the TMC continues to plan the route of the non-communication train station by station.

As shown in fig. 15 and 16, if the train needs to return back after standing, TMC checks that no other train enters the return area and then handles the non-communication train to 6G, SC5 green light, SC4 red light and F4 red light. After the train turns back to 6G, SC4, SC5 and F4 turn off the lights, F2 red lights, and TMC checks that no other trains exist in the section from F2 to XC5, the train passes the non-communication train path to XC5, F2 yellow lights and XC5 red lights.

As shown in fig. 17 and 18, when a train needs to return to the station and then returns to the station, TMC checks that no other train enters the non-communication train route to 3G, SC5 green light, SC4 red light, and F5 red light. After the train turns back to the 3G, the SC4, the SC5 and the F5 turn off the lights, the F3 red light, and after TMC checks that no other trains exist in the section from the F3 to the XC5 of the signal, the non-communication train route is transacted to the XC5, the F3 green light and the XC5 red light of the signal.

As shown in fig. 19 and 20, if the train needs to return back before the station, TMC checks that no other train enters the return area and then handles the non-communication train to enter 2G, XC2 green light and F1 red light. After the train turns back to 2G, F1 turns off the light, SC1 lights the red light, and when no other train exists in the section from SC1 to signal SC3 checked by TMC, the train passes through the non-communication route to signal SC3, SC1 yellow light and SC3 red light.

As shown in fig. 21 and 22, if the train needs to return downwards before the station, TMC checks that no other train enters the return area and then handles the non-communication train to 4G, XC2 yellow light and F2 red light. After the train turns back to 4G, F2 turns off the light, SC2 lights the red light, and when no other train exists in the section from SC2 to signal SC3 checked by TMC, the train passes through the non-communication route to signal SC3, SC2 green light and SC3 red light.

In a second aspect, the present embodiment provides a control system for simplifying the operation of a non-communication vehicle of a track occupation detection device, including a TMC, an ITS, and an outbound axle counter provided at each station;

Further, on the basis of the above embodiment, a signal installed at an outbound place of each station is further included;

and the signal machine is used for prompting whether the axle counting section where the driving road section determined by the target train is located is occupied or not.

The control system for simplifying the operation of the non-communication vehicle of the track occupation detection device provided by the embodiment is suitable for the method for simplifying the operation of the non-communication vehicle of the track occupation detection device in the above embodiment, and is not described herein again.

The embodiment provides a non-communication vehicle operation control system for simplifying track occupation detection equipment, wherein an outbound axle counter is arranged at each station, and a trackside train management center TMC is arranged, wherein the communication process of the trackside train management center TMC and a train is not influenced by upgrading or degrading of the train. After the target train is degraded to be a non-communication train, the TMC applies for planning a non-communication train path for the target train to the ITS. And after receiving the non-communication vehicle path, the TMC acquires the latest position of the target train from the zone controller OC, determines a running road section for the target train station by station according to the position of each station on the non-communication vehicle path, turnout resources and the axle counting zone occupation information determined by the outbound axle counting arranged at each station, sends the determined running road section to the target train, and the target train advances along the determined running road section until reaching the end point of the non-communication vehicle path. The method can guide the target train to travel to the destination of the fault train along the non-communication train path by less trackside equipment. The method for determining the traveling road section station by station leads the target train to the destination of the fault train under the condition of not influencing the operation of the previous train, thereby not only ensuring the operation safety of the non-communication train, but also reducing the influence on the operation of other trains in the non-communication train line.

To further illustrate the non-communicating vehicle path provided by the present embodiment, some descriptions of the non-communicating vehicle during traveling along the non-communicating vehicle path are summarized as follows, including:

1. the fault train can not run out of the path of the non-communication train (namely can not run the red light), and the driver can prevent the fault train from running the red light. The communication vehicle can not enter the path of the non-communication vehicle, and the communication vehicle and the non-communication vehicle are prevented from colliding through the path of the non-communication vehicle. If the driver runs the red light, TMC blocks the OC area which the train enters.

2. If the train is in the storage line and is powered off accidentally, the normal train is processed the same as the normal train: TMC calculates the path of the non-communication train and sends the path to OC, and other trains process the subsequent train identification, link and MA according to the non-communication path information acquired from OC.

3. And if the ITS fails, the non-communication vehicle path cannot be issued to the TMC, and the manual command stations operate in a blocking mode.

4. And after the train breaks down, the train is disconnected with the rear train. And a rear vehicle emergency stop degraded RM (RM vehicle with position report), wherein the rear vehicle of the rear vehicle can keep a link with the rear vehicle. And the rear vehicle of the fault vehicle can acquire the path of the non-communication vehicle of the front fault train from the OC, and upgrade and calculate the MA again. The rear vehicle MA is not allowed to break into the non-communicating vehicle path.

5. When the fault train and the front communication train run oppositely, the MA terminal of the communication train is not allowed to break into the path of the non-communication train.

6. And the front train of the fault train acquires the non-communication train path of the fault train from the OC and judges that the non-communication train is the rear train, so that the normal operation of the train is not influenced. Similarly, other trains do not influence normal operation when judging that the fault train is not the front and back trains.

7. The non-communication vehicle is upgraded on a non-communication vehicle path: when TMC judges that the train and TMC and OC all recover normal communication, TMC automatically clears the corresponding non-communication vehicle path, including deleting the non-communication vehicle information of OC and the non-communication vehicle path information stored in TMC, and deleting the turnout resource on the non-communication path.

If the non-communication train has turnout resources on the path, the safety path and the MA can extend forwards only after the train needs to apply for the required turnout resources. If the train recovers normal communication on the route outside the original operation plan, but the corresponding planned route is not available, the safe route can not be calculated to finish upgrading, and when the train operates to the position meeting the upgrading condition, the train is upgraded (or the ITS issues the plan again), and the TMC releases the route of the non-communication train. And if the train runs to the non-communication train path end point, continuing running if the original ITS normal plan can continue running forwards, and if the train deviates from the route, waiting for the ITS to issue a new plan.

Downgrade the train upgrade, TMC fault can't cancel the non-communication vehicle path automatically, after the ITS affirmation, cancel (delete the non-communication vehicle information in the related OC, release the related switch resources, the related signal machine ITS manual light-off)

The turnout resources are applied before the train is degraded, after the train is degraded and passes through the turnout, the turnout resources cannot be automatically released, the dispatching worker is required to confirm that the turnout is free from other resource occupation and the turnout range ensures that no other train rushes into the turnout and the non-communication train passes through the turnout, and the ITS is manually locked.

8. If TMC fails (or TMC and OC communication fails), the non-communication vehicle path cannot be automatically opened and released, and the non-communication vehicle path stored in the related OC cannot be updated (because the non-communication vehicle path is updated by TMC), and meanwhile, the related OC needs to turn on the traffic signal within the range of the related OC to be red (fault guiding is safe, and the train runs according to the traffic signal and stops before the red light). After the dispatching confirms the fault condition, the dispatching and the station attendant realize the inter-station block by means of telephone dispatching and the like, and guide the fault vehicle. Before the fault car enters the next OC, after dispatching manual confirmation that no other trains exist in the next section of the fault car, manually adding the non-communication information of the car of the next OC, applying for related turnout resources and lighting related annunciators; and after the faulty vehicle is cleared of the last OC, scheduling to manually delete the information of the last OC non-communication vehicle, release related turnout resources and turn off the light of a related signal machine. And manually lighting the corresponding annunciator, and automatically setting the non-communication path lighting rule with the lighting rule and TMC. And if the other trains in the OC range are linked with the front train, the front train is not influenced and continues to run along with the front train. If the train without the front train link is available, the MA withdraws to the train head, the train stops in emergency braking, the train keeps communication and normal position reporting, and when the fault train is guided to the next OC by the dispatching and the ITS deletes the information of the non-communication train in the OC, other normal trains can re-identify the front train and build the chain.

9. After the train is electrified again, the data version number and the temporary speed limit can be upgraded only by confirming with the OC or TMC.

10. Axle counting fault in the axle counting backup mode: if the vehicle is not occupied, but the occupation is reported, the axle counting is reset and recovered after the manual confirmation of the vacancy; otherwise, if the counting shaft in the occupied zone of the vehicle reports the idle state, the counting shaft fault is judged.

In the scheme provided by the embodiment, the method has the following characteristics:

(1) non-communication vehicle path: the limitation of the operation range of the non-communication vehicle is realized by setting the path of the non-communication vehicle, and the mixed operation safety of the communication vehicle and the non-communication vehicle is ensured by limiting other trains to enter the path of the non-communication vehicle.

(2) TMC automatic locking and unlocking non-communication vehicle path: and the TMC locks and unlocks the path of the non-communication vehicle section by section according to the planned path of the non-communication vehicle issued by the ITS in combination with the position of the non-communication vehicle, thereby improving the automation degree of the system.

(3) TMC autonomously applies for turnout resources on a non-communication vehicle path: after the train is degraded, the turnout cannot be automatically controlled, and the application and control of resources such as the turnout and the like are realized by TMC.

(4) The simplified axle counting system comprises: the axle counting system can acquire the information of the interval where the non-communication vehicle is located, provides position information for the ITS and the TMC, and is used for planning and setting the path of the non-communication vehicle.

(5) When the train is degraded, other trains can obtain the running range of the degraded train through the non-communication path, and normally calculate the movement authorization operation.

(6) The non-communicating vehicle path reduces the influence of the non-communicating vehicle on the operation of other trains. Only influence non-communication train back car, other trains do not influence normal operating, and the whole operating efficiency of guarantee circuit is not influenced too greatly.

In conclusion, the non-communication vehicle operation method and the control system of the simplified track occupation detection device provided by the invention are combined with the simplified axle counting system and TMC to autonomously plan the non-communication vehicle path, so that the train position and the operation speed are monitored and protected, and the advantages in the aspects of performance, reliability, cost and the like are realized, and the supplement and the improvement of a vehicle-vehicle communication system are realized. The beneficial effects produced include: (1) the performance is higher. The vehicle-mounted communication data flow directly reaches the control object, the data flow is simplified, and the system performance is higher. (2) The reliability is higher. And the number of trackside equipment is reduced, and the failure rate is reduced. The fault of any single train signal system only affects the current and adjacent trains, and the fault of station equipment in the traditional CBTC can affect the running of all trains in the whole area. (3) The cost is lower. Because station equipment is reduced, the costs of construction, debugging, power utilization, equipment rooms and the like are all reduced. (4) The construction and maintenance are easy. The main equipment of the system is arranged on the train, so that the system is very convenient to maintain; and for the transformation line, the engineering difficulty can be greatly reduced because the transformation line does not depend on ground equipment. (5) The implementation of interconnection is facilitated. Because the interfaces of vehicle-ground communication are reduced, the interconnection and intercommunication among different systems can be realized more easily without depending on ground equipment. (6) When the non-communication train exists in the line, other trains do not need to be degraded to run, the trains control the running of the trains according to the communication data and the active identification result of the trains with other trains, the trains can follow the non-communication train to run at smaller intervals, and the influence of the non-communication train on the running of other trains is reduced. (7) The train autonomously calculates the operation information such as the mobile authorization and the like, the real-time reliability of the data is ensured, the data coupling degree of the system and the maintenance complexity of the system are reduced, and the equipment number of the system is reduced.

Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the embodiments of the present invention, and are not limited thereto; although embodiments of the present invention have been described in detail with reference to the foregoing embodiments, those skilled in the art will understand that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A non-communication vehicle operation method for simplifying track occupation detection equipment is characterized by comprising the following steps:

2. The method according to claim 1, wherein the TMC determines a travel section on which the target train travels along the non-communication vehicle path station by station according to the position of each station on the non-communication vehicle path after receiving the non-communication vehicle path sent by the ITS, and sends a prompt message for traveling along the determined travel section to the target train until the target train reaches the end point of the non-communication vehicle path, the method comprising:

wherein the station-by-station road segment determining operation comprises:

3. The method of claim 2, further comprising:

4. The method of claim 2, further comprising:

5. The method of claim 1, further comprising, after the target train reaches the end of the non-communicating vehicle path:

6. The method according to claim 2, wherein the taking a non-communication vehicle route from the latest position to the nearest station as the travel section determined this time, the TMC transmitting to the target train a prompt for traveling along the travel section determined this time, comprises:

7. The method according to claim 6, wherein the TMC sends first light control information to the OC corresponding to the currently determined travel section, the first light control information is used for controlling a first traffic light arranged at the nearest station to be turned on and sending a first signal, and after the first traffic light is turned on, the TMC sends prompt information for traveling along the currently determined travel section to the target train, and the method comprises the following steps:

8. The method of claim 7, further comprising:

9. A control system for simplifying the operation of a non-communication vehicle of track occupation detection equipment is characterized by comprising TMC, ITS and an outbound axle counter arranged at each station;

10. The control system according to claim 9, further comprising a signal installed at an outbound site of each station;