CN111874036B - Tramcar autonomous operation control system based on car-to-car communication - Google Patents
Tramcar autonomous operation control system based on car-to-car communication Download PDFInfo
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- CN111874036B CN111874036B CN202010481153.8A CN202010481153A CN111874036B CN 111874036 B CN111874036 B CN 111874036B CN 202010481153 A CN202010481153 A CN 202010481153A CN 111874036 B CN111874036 B CN 111874036B
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- 238000004891 communication Methods 0.000 title claims abstract description 28
- 230000009977 dual effect Effects 0.000 claims description 2
- 206010063385 Intellectualisation Diseases 0.000 abstract description 2
- 238000012544 monitoring process Methods 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 3
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0027—Radio-based, e.g. using GSM-R
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/70—Details of trackside communication
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L2205/00—Communication or navigation systems for railway traffic
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
- Y02P90/00—Enabling technologies with a potential contribution to greenhouse gas [GHG] emissions mitigation
- Y02P90/02—Total factory control, e.g. smart factories, flexible manufacturing systems [FMS] or integrated manufacturing systems [IMS]
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Abstract
The invention relates to a tramcar autonomous operation control system based on car-to-car communication, which comprises a car-mounted subsystem, a trackside main line turnout controller subsystem OC, an intersection priority control subsystem OLC, a convergence layer communication system DCS and a central dispatching command system DMS, wherein the convergence layer communication system DCS is connected with the central dispatching command system DMS, the car-mounted subsystem is respectively connected with the trackside main line turnout controller subsystem OC, the intersection priority control subsystem OLC and the convergence layer communication system DCS through a wireless AP access point, and the car-mounted subsystems of adjacent trains realize mutual communication through the wireless AP access point. Compared with the prior art, the intelligent monitoring system has the advantages of high safety, intellectualization, high efficiency and the like.
Description
Technical Field
The invention relates to a tramcar signal control system, in particular to a tramcar autonomous operation control system based on car-to-car communication.
Background
Most tramcar signal control systems comprise a dispatching command system, a trackside turnout controller system, a trackside intersection priority controller system and a vehicle-mounted control system, wherein the dispatching command system bears main logic calculation, train sequence management, application of approach and intersection priority application functions, the trackside turnout controller and the intersection priority controller bear trackside execution functions more, and the vehicle-mounted control system sends the functions of approach handling and intersection priority application to tracksides through point-type communication more, so that the scheme is designed to have the following defects at present:
1. the central system undertakes main logic calculation, and has great influence on the traveling crane under the condition of central failure.
2. The trackside turnout controller and intersection priority controller system manages the route and intersection priority according to the principle of receiving first and processing first, and the problem that the handled route and the opened intersection priority are inconsistent with the actual planned running direction of a train can be caused under certain special conditions, so that the running direction of the train is wrong, and the operation accident is caused.
3. For a complex intersection, when trains in different directions cannot pass through the intersection according to the sequence specified by the operation plan, the standard point rate requirement of the operation plan is influenced.
4. The trackside system and the vehicle-mounted system bear less logic calculation functions, the resource utilization rate is not high, and the resource utilization rate of the whole system is distributed unevenly.
Disclosure of Invention
The invention aims to overcome the defects in the prior art, and provides the tramcar autonomous operation control system based on car-to-car communication, which is used for weakening the central function, realizing the distributed application and management of trackside resources and reducing the influence on driving under the condition of central fault.
The purpose of the invention can be realized by the following technical scheme:
the utility model provides a tram autonomous operation control system based on car communication, includes on-vehicle subsystem, the other main line switch controller subsystem OC of rail, crossing priority control subsystem OLC, assembles layer communication system DCS and central dispatch command system DMS, the layer communication system DCS that assembles be connected with central dispatch command system DMS, on-vehicle subsystem pass through wireless AP access point and be connected with other main line switch controller subsystem OC of rail, crossing priority control subsystem OLC and layer communication system DCS that assembles respectively, the on-vehicle subsystem of adjacent train passes through wireless AP access point and realizes intercommunication.
Preferably, when the first train reaches the priority application area in front of the intersection, the vehicle-mounted subsystem applies for intersection priority resources to the intersection priority control subsystem OLC, the resources of the OLC are exclusively shared by the train, and an intersection priority signal is opened for the train in time, so that the train normally passes through the intersection.
Preferably, when the first train and the second train simultaneously approach the intersection in the same direction, the vehicle-mounted subsystems of the front and rear trains interact the position of each train in real time through the wireless AP access point, only when the train-mounted subsystem closer to the intersection applies for intersection priority to the intersection priority control subsystem OLC, when the train closer to the intersection passes through the intersection, the second train farther from the intersection applies for intersection priority to the intersection priority control subsystem OLC, and a signal is opened to pass through the intersection.
Preferably, when the first train and the second train simultaneously face each other to approach the intersection, the vehicle-mounted subsystems of the front and rear trains interact the positions of the trains in real time through the wireless AP access points, and because the trains face each other in parallel, the uplink and downlink phases of the intersection can open the green light at the same time, so that the two trains of the vehicle-mounted subsystem simultaneously apply for intersection priority to the intersection priority control subsystem OLC according to the local operation plan, and after the signal is opened, each train normally passes through the intersection.
Preferably, when the first train and the second train simultaneously approach the interlocked switch zone in the same direction, the vehicle-mounted subsystems of the front and rear trains interact the positions of the trains through the wireless AP access points in real time, only when the train-mounted subsystem closer to the crossing applies for route handling to the main track switch controller subsystem OC, and when the train closer to the crossing passes through the switch zone, the second train farther from the crossing applies for route handling to the main track switch controller subsystem OC, and the opening signal passes through the switch zone.
Preferably, when the first train and the second train simultaneously face to approach the interlocked switch zone, the vehicle-mounted subsystems of the front train and the rear train interact the positions of the trains in real time through the wireless AP access point, and due to the fact that the trains face to parallel, the up-down routes of the switch zone can be established simultaneously, so that the two trains of train-mounted subsystems simultaneously process the routes to the rail-side main line switch controller subsystem OC according to a local operation plan, and after signals are released, each train normally passes through the switch zone.
Preferably, when the first train and the second train approach the complex intersection from different directions, each train interacts the position and the operation plan of the respective train in real time through the wireless AP access point, the resource usage rights of the wayside main track switch controller subsystem OC and the intersection priority control subsystem OLC are firstly obtained for the train-mounted subsystem that passes through the intersection in the operation plan, and the wayside main track switch controller subsystem OC and the intersection priority control subsystem OLC respectively apply for route handling and intersection priority.
Preferably, the complex intersection is an intersection with both an access signal machine and an intersection special signal machine.
Preferably, the operation plan includes an order of passing through the intersections.
Preferably, the wireless AP access point is respectively connected with the trackside main line turnout controller subsystem OC, the intersection priority control subsystem OLC and the convergence layer communication system DCS through dual networks; and the vehicle-mounted subsystem downloads the operation plan from the central dispatching command system DMS and stores the operation plan in the local vehicle-mounted subsystem.
Compared with the prior art, the invention has the advantages of high safety, intellectualization, high efficiency and the like, and specifically comprises the following steps:
1. the central function is weakened, the distribution of trackside resource application and management is realized, and the influence on the traveling crane under the condition of central fault is reduced.
2. The application of the priority of the route and the intersection is carried out based on the mutual direct communication and the information exchange of the trains, the problem that the handled route and the opened intersection priority are inconsistent with the actual running direction of the trains under certain special scenes is thoroughly solved, and the occurrence of operation accidents is reduced.
3. The application of priority of the access road and the intersection is carried out based on the mutual direct communication and information exchange of the trains, so that the trains can pass through the complex intersection according to the sequence specified in the operation plan, and the accuracy of the operation diagram is improved.
4. The trackside system and the vehicle-mounted system bear more logic calculation functions, and the resource utilization rate is improved.
Drawings
FIG. 1 is a schematic view of the structure of the present invention;
FIG. 2 is a schematic diagram of a front and a rear vehicles passing through a common intersection in the same direction;
FIG. 3 is a schematic view of front and rear cars passing through a common turnout zone in the same direction;
fig. 4 is a schematic diagram of multiple trains passing through a complex intersection at the same time.
Detailed Description
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 obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
As shown in figure 1, a tram autonomous operation control system based on car-to-car communication, including on-vehicle subsystem, trackside main line switch controller subsystem OC, crossing priority control subsystem OLC, assemble layer communication system DCS and central dispatch command system DMS and be connected, on-vehicle subsystem pass through wireless AP access point and be connected with trackside main line switch controller subsystem OC, crossing priority control subsystem OLC and assemble layer communication system DCS respectively, the on-vehicle subsystem of adjacent train passes through wireless AP access point and realizes intercommunication. The wireless AP access point is respectively connected with a trackside main line turnout controller subsystem OC, an intersection priority control subsystem OLC and a convergence layer communication system DCS through double networks; and the vehicle-mounted subsystem downloads an operation plan from the central dispatching and commanding system DMS and stores the operation plan in the local vehicle-mounted subsystem.
When a first train reaches a priority application area in front of the intersection, the vehicle-mounted subsystem applies intersection priority resources to an intersection priority control subsystem OLC, the resources of the OLC are exclusively shared by the train, intersection priority signals are opened for the train in time, and the train normally passes through the intersection.
Scene 1: as shown in fig. 2, when a first train and a second train simultaneously approach the intersection in the same direction, the vehicle-mounted subsystems of the front and rear trains interact with the positions of the respective trains in real time through the wireless AP access points, only the train-mounted subsystem closer to the intersection applies for intersection priority to the intersection priority control subsystem OLC, and when the train closer to the intersection passes the intersection, the second train farther from the intersection applies for intersection priority to the intersection priority control subsystem OLC, and a signal is opened to pass through the intersection. When the first train and the second train simultaneously face each other to approach the intersection, the vehicle-mounted subsystems of the front train and the rear train interact the positions of the trains in real time through the wireless AP access points, and because the trains face each other in parallel, the uplink phase and the downlink phase of the intersection can simultaneously open the green light, so that the two trains of the vehicle-mounted subsystem simultaneously apply for intersection priority to the intersection priority control subsystem OLC according to a local operation plan, and after the signals are opened, each train normally passes through the intersection.
Scene 2: as shown in figure 3, when a first train and a second train simultaneously approach an interlocking turnout zone in the same direction, the vehicle-mounted subsystems of the front train and the rear train interact the positions of the trains in real time through the wireless AP access points, only when the train-mounted subsystem closer to the intersection applies for route handling to the main track-side turnout controller subsystem OC, and when the train closer to the intersection passes through the turnout zone, the second train farther from the intersection applies for route handling to the main track-side turnout controller subsystem OC, and an opening signal passes through the turnout zone. When the first train and the second train are close to the interlocked turnout zone in opposite directions, the vehicle-mounted subsystems of the front train and the rear train interact the positions of the trains in real time through the wireless AP access point, and due to the fact that the train runs in opposite directions in parallel, the up-down going routes of the turnout zone can be established at the same time, so that two trains of train-mounted subsystems simultaneously handle the OC going routes of the main-line turnout controller subsystem at the side of the track according to a local running plan, and after signals are released, each train normally passes through the turnout zone.
Scene 3: multiple trains pass through a complex intersection at the same time, as shown in fig. 4: when a first train and a second train approach a complex intersection from different directions, each train interacts the position and the operation plan of each train in real time through a wireless AP access point, a train-mounted subsystem which leads the intersection in the operation plan firstly obtains the resource use rights of a track-side main line turnout controller subsystem OC and an intersection priority control subsystem OLC, and respectively performs route handling and intersection priority application through the track-side main line turnout controller subsystem OC and the intersection priority control subsystem OLC. The complex intersection is an intersection with a route signal machine and an intersection special signal machine at the same time. The operation plan includes the sequence of crossing.
While the invention has been described with reference to specific embodiments, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (7)
1. A tramcar autonomous operation control system based on car-to-car communication comprises a car-mounted subsystem, a trackside main line turnout controller subsystem OC, an intersection priority control subsystem OLC, a convergence layer communication system DCS and a central dispatching command system DMS, wherein the convergence layer communication system DCS is connected with the central dispatching command system DMS;
when a first train and a second train approach a complex intersection from different directions, each train interacts the position and the operation plan of each train in real time through a wireless AP access point, a train-mounted subsystem which leads the intersection in the operation plan firstly obtains the resource use rights of a track-side main line turnout controller subsystem OC and an intersection priority control subsystem OLC, and respectively performs route handling and intersection priority application through the track-side main line turnout controller subsystem OC and the intersection priority control subsystem OLC; the complex crossing is a crossing with an access signal machine and a special signal machine for the crossing at the same time; the operation plan includes the sequence of crossing.
2. The system as claimed in claim 1, wherein when the first train reaches the priority application area in front of the intersection, the vehicle-mounted subsystem applies for intersection priority resources to the intersection priority control subsystem OLC, the OLC resources are shared by the train and open an intersection priority signal for the train in time, and the train normally passes through the intersection.
3. The system as claimed in claim 1, wherein when the first train and the second train approach the intersection in the same direction, the on-board subsystems of the front and rear trains interact with the position of their respective trains in real time through the wireless AP access point, only the on-board subsystem of the train near the intersection applies for intersection priority to the intersection priority control subsystem OLC, and when the train near the intersection passes the intersection, the second train far from the intersection applies for intersection priority to the intersection priority control subsystem OLC, and opens the signal to pass the intersection.
4. The system as claimed in claim 1, wherein when the first train and the second train are simultaneously approaching the crossing, the on-board subsystems of the front and rear trains interact with the position of their respective trains through the wireless AP access point in real time, and since the trains are running in parallel in opposite directions, the uplink and downlink phases at the crossing can turn on green lights at the same time, so that the two trains of the on-board subsystems simultaneously apply for crossing priority to the crossing priority control subsystem OLC according to the local running plan, and after the signals are turned on, each train normally passes the crossing.
5. The tram autonomous operation control system based on car-to-car communication of claim 1, characterized in that when a first train and a second train simultaneously approach an interlocked switch zone in the same direction, the on-board subsystems of the front and rear cars interact their respective train positions in real time through the wireless AP access point, only when the on-board subsystem of the train closer to the crossing applies for route transaction to the on-board switch controller subsystem OC, when the train closer to the crossing passes through the switch zone, the second train farther from the crossing applies for route transaction to the on-board switch controller subsystem OC, and an open signal passes through the switch zone.
6. The tram autonomous operation control system based on car-to-car communication as claimed in claim 1, characterized in that when the first train and the second train are approaching the interlocked switch area in opposite directions, the on-board subsystems of the front and rear cars interact with the position of their respective trains in real time through the wireless AP access point, and as the trains are moving in opposite directions in parallel, the up and down going routes in the switch area can be established simultaneously, so that the two trains of car-mounted subsystems are processed simultaneously to the on-track main switch controller subsystem OC according to the local operation plan, and after the signals are opened, each train normally passes through the switch area.
7. The tram autonomous operation control system based on train-vehicle communication of claim 1, characterized in that the wireless AP access point is respectively connected with a trackside main line turnout controller subsystem OC, an intersection priority control subsystem OLC and a convergence layer communication system DCS through dual networks; and the vehicle-mounted subsystem downloads the operation plan from the central dispatching command system DMS and stores the operation plan in the local vehicle-mounted subsystem.
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| CN113247055A (en) * | 2021-05-31 | 2021-08-13 | 中国铁道科学研究院集团有限公司通信信号研究所 | Tramcar signal control system based on distributed target control |
| CN113442973A (en) * | 2021-07-07 | 2021-09-28 | 卡斯柯信号(成都)有限公司 | Tramcar operation control method based on 5G-V2X and car-car communication |
| CN115782968A (en) * | 2021-09-10 | 2023-03-14 | 比亚迪股份有限公司 | Turnout conflict protection method and target control device |
| CN114071413B (en) * | 2021-10-15 | 2024-03-15 | 交控科技股份有限公司 | Wireless communication architecture for rail transit |
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