CN112319558B

CN112319558B - Automatic train coupling and de-encoding method supporting variable grouping combination

Info

Publication number: CN112319558B
Application number: CN202011009028.3A
Authority: CN
Inventors: 高晓菲; 黄凯
Original assignee: Unittec Co Ltd
Current assignee: Unittec Co Ltd
Priority date: 2020-09-23
Filing date: 2020-09-23
Publication date: 2023-01-03
Anticipated expiration: 2040-09-23
Also published as: CN112319558A

Abstract

The invention discloses an automatic train coupling and uncoupling method supporting variable marshalling combination, which is used for automatic coupling and uncoupling of a train B and a train A, wherein the train B is a coupled train, the train A is a coupled train, a set of vehicle-mounted CCs are arranged at the head end and the tail end of the train B and the train A, and safety protection in the train coupling process of different marshalling combinations is realized through the cooperation of the CCs and the ZCs. The invention can realize the continuous-hanging decompiling of different train marshalling combinations, reduces the unnecessary upgrade of CC software data caused by the change of the train marshalling combination, reduces the workload of designers, and effectively solves the safety protection problem of the variable marshalling combination train operation under the protection of a signal system.

Description

Automatic train coupling and de-encoding method supporting variable grouping combination

Technical Field

The invention relates to the technical field of rail transit, in particular to a train connection and disconnection technology.

Background

In the existing urban rail transit, a driver, a dispatching and field commanding operator and the like jointly commands and completes train coupling and uncoupling operation, the coupling and uncoupling operation meets operation requirements, coupling rescue and the like, the train coupling and uncoupling operation is guaranteed through management measures, and the driver, the dispatching and field commanding operator and the like jointly guarantee the safety of personnel during coupling and uncoupling according to management rules.

In the prior art, the train connection and disconnection operation is usually carried out in a field warehouse line, and the operation mode of the train connection and disconnection function is complex and the operation time is long. Whether the large marshalling is compiled into the small marshalling or the small marshalling is linked into the large marshalling, the driver is required to operate and command personnel to enter the rail running area to command the vehicle running and linking process, and in the period, personal safety of the driver, the command personnel and the like and vehicle running safety are possibly damaged, so that rail traffic safety accidents can be caused.

Disclosure of Invention

Aiming at the defects in the prior art, the invention aims to provide the automatic train connecting and disconnecting method supporting variable marshalling combination, and the efficiency and the safety of the train connecting and disconnecting operation are improved.

In order to solve the technical problems, the invention adopts the following technical scheme: an automatic train coupling method supporting variable marshalling combination is used for automatic coupling of a train B and a train A, wherein the train B is a coupled train, the train A is a coupled train, a set of vehicle-mounted CCs are arranged at the head end and the tail end of the train B and the train A,

when the train B and the train A are automatically connected, the following steps are executed:

when the train B and the train A acquire the successful coupling signal and the coupling end is the activated end, the head and tail ends CC of the coupling train start to automatically change the ends;

the method comprises the steps that activation ends of a train B and a train A request train information of another train from a zone controller ZC, and the ZC sends the train information of the another train to the train after receiving the request information;

after the activation terminals CC of the train B and the train A receive the train information of the other train sent by the ZC, automatically calling corresponding vehicle parameters according to the train information of the other train by combining a train combination list stored inside and generating CC software data packets corresponding to the vehicle parameters, encrypting the generated software data packets by the activation terminals CC of the train B and the train A and sending the check codes to the ZC;

after receiving check codes respectively sent by the activation terminals CC of the train B and the train A, the ZC confirms whether software data packets generated by the activation terminals CC of the train B and the train A are consistent or not through safety check, if the check result is that the software data packets are consistent, the check result indicates that the software data packets are consistent, and the ZC sends check passing information to the activation terminals CC of the train B and the train A respectively; if the verification result is that the verification result is not passed, the verification result is inconsistent, and the ZC sends verification passing information to the activation terminals CC of the train B and the train A respectively;

after the activation end CC of the train B and the train A receive the check passing information, the CC software data packets correspondingly generated by the parameters of the coupled train can be used, after the loading of the CC software data packets of the activation end of the train B and the train A is finished, the activation end CC of the train B continuously keeps the current activation state, the activation end CC of the train A is changed into the non-activation state from the previous activation state, the coupled train B and the coupled train A are finally coupled into the train C, and the coupled train C reports the successful coupling state of the train to the ATS and the ZC, so that the coupling process of the train is finished.

Preferably, before the train B and the train a are automatically coupled, the train a stops in an interval or already stops in a coupling/decoupling area to wait for coupling, and the setting of the coupling/decoupling area is based on the premise that the normal operation of the main train is not influenced.

Preferably, the train connection command is sent by the dispatching system to train B and is arranged to train B to approach the route of train a.

Preferably, the train B controls the train to run behind the train A according to the movement authorization, when the train B cannot continuously run with the movement authorization control train, the train is controlled to stop, after the train stops, the train enters a coupling mode according to a coupling command, and the train-mounted CC of the train B in the coupling mode controls the train to run forwards at a fixed speed.

Preferably, after the train B impacts the train A at a fixed speed, if the coupler mechanical equipment is completely coupled, the train-mounted CC of the train B acquires a coupling state through a hard wire interface of the train to judge whether the train is successfully coupled; and if the train-mounted CC of the train B does not acquire a coupling success signal, controlling the train to keep braking and not move.

Preferably, the train B and the train A are connected to form a train C, an activation end of the train C receives the operation plan information from the ATS, and judges whether the end needs to be changed according to the train operation plan information of the ATS, if the end needs to be changed, the end changing request is sent to the ZC, and the ZC forwards the end changing request to the non-activation end after receiving the information.

Preferably, the ZC calculates the movement authorization for the connected train C according to the connection success state reported by the train C, and the train C controls the train to run according to the movement authorization and the connected software data packet.

Preferably, if the verification results received by the activating terminals CC of the train B and the train a are failed, the train coupling process is terminated, the train coupling fails, and the activating terminal CC of the train B reports the coupling failure state to the ATS and gives an alarm.

A train B and a train A adopt the automatic train coupling method supporting the variable marshalling combination to form a train C, and the following steps are executed after sending an un-marshalling command to the train C:

firstly: after receiving the de-coding command, the train C outputs the de-coding command to the train after judging that the train stops in the de-coding area, the train receives the de-coding command and then controls the train coupler to be disconnected, and the train C is de-coded into a train A and a train B;

then: after the vehicle-mounted CCs at the head end and the tail end of the train A and the train B detect that the coupling signal is invalid, using the vehicle parameters corresponding to the train to generate a CC software data packet corresponding to the vehicle parameters, and mutually verifying the generated software data packets through the vehicle-mounted CCs at the head end and the tail end, wherein the software data packet can be used only when the verification result is that the software data packet passes;

and finally: and the vehicle-mounted CCs of the train A and the train B respectively receive the operation plan information from the ATS, judge whether the end change is needed according to the train operation plan information sent by the ATS, and then control the train operation according to the operation plan of the ATS.

The technical scheme adopted by the invention realizes the safety protection in the process of coupling different marshalling combination trains through the cooperation of the CC and the ZC, and has the following beneficial effects:

1. the method can realize the continuous-hanging decompiling of different train marshalling combinations, reduce the unnecessary upgrade of CC software data caused by the change of the train marshalling combinations, reduce the workload of designers and effectively solve the problem of safety protection on the running of the variable marshalling combination train under the protection of a signal system.

2. The vehicle-mounted CC generates a corresponding software data packet after automatically classifying, matching and calling corresponding vehicle parameter information through the identification of the grouping combination list, and carries out safety check on the generated software data packet through the ZC, so that the correctness of the software data packet generated by the vehicle-mounted CC can be effectively checked, secondary check on the correctness of the calling of the vehicle parameters and the generation of the software data packet after being hung is realized, and the correctness and the safety of the data packet are ensured.

The following embodiments are provided to explain the present invention and its advantages.

Drawings

The invention is further described with reference to the following figures and detailed description:

fig. 1 is a schematic diagram of an automatic train coupling process in the embodiment of the invention.

Fig. 2 is a schematic diagram of an automatic train editing process in the embodiment of the invention.

Fig. 3 is a schematic diagram illustrating information interaction in automatic train coupling and decoupling processes according to an embodiment of the present invention.

Detailed Description

The technical solutions of the embodiments of the present invention are explained and illustrated below, but the following embodiments are only preferred embodiments of the present invention, and not all of them. Other embodiments obtained by persons skilled in the art without making creative efforts based on the embodiments in the implementation belong to the protection scope of the invention.

For a better description of the present invention, the following description of the terms appearing is given:

CC: vehicle-mounted controller

ZC: zone controller

ATS: automatic train supervision system

FAM: full-automatic train driving mode

TOD: train operator display screen

With reference to fig. 1 to 3, the whole process of the automatic train coupling and decoupling method supporting variable train configuration is as follows:

the method comprises the following steps: the head and tail ends of the coupled train (train B) and the coupled train (train A) are respectively provided with a set of vehicle-mounted CC, and as shown in figure 1, the head and tail ends of the train A and the train B are respectively provided with CC1 and CC2.

Step two: the method is characterized in that a connected train (A train) stops in an interval or stops in a connection and disconnection area to wait for connection and disconnection, the connection and disconnection area is set on the premise that normal operation of a main train is not influenced, if the connection and disconnection area can be arranged on a main train parking line, a concession line and the like, and a platform area can also be set as the connection and disconnection area according to operation requirements.

Step three: the dispatcher sends a coupling command to a coupled train (B train) manually according to the morning and evening peak operation needs, rescue needs and the like, and arranges the coupled train to an approach close to the coupled train.

Step four: the train is controlled to run behind the coupled train by the coupling train according to the mobile authorization, when the train cannot continue to run by the mobile authorization control train, the train is controlled to stop, the train enters a coupling mode according to a coupling command after stopping, and the train is controlled to run forwards at a fixed speed (for example, 5 km/h) by the vehicle-mounted CC of the train B in the coupling mode.

Description of the invention: the fixed speed in the coupling mode refers to a protection speed limit value of the train calculated according to acceptable speed limit (such as train coupler coupling speed and the like) of the coupled train, so that if the train impacts a downstream train coupler at the limited speed, the downstream train cannot be damaged.

Step five: after the trailer B collides with the trailer at a fixed speed, if the coupler mechanical equipment finishes coupling, the vehicle-mounted CC of the trailer B can acquire a coupling state relay through a hard wire interface of the trailer to judge whether the trailer B is successfully coupled.

Step six: if the vehicle-mounted CC of the trailer B does not acquire a successful coupling signal, controlling the train to keep braking and not move; if the successful coupling signal is collected and the coupling end is an activated end (assuming that the train runs from left to right, the activated end corresponds to the end CC1 in FIG. 1), the end CC of the head and the tail of the coupling train starts to automatically change the end to be changed, the end CC2 of the coupling train is an activated end, the end CC1 is an inactivated end, and the end CC1 of the coupling train is always an inactivated end during the period when the successful coupling signal is collected.

Step seven: the activation terminal CC2 of the trailer B requests the train information of the trailer A from the zone controller ZC, and the ZC sends the train information (including PVID, marshalling and the like) of the trailer A to the trailer B after receiving the request information.

Step eight: after receiving the train information of the linked trailer sent by the ZC, the activation terminal CC2 of the linked trailer automatically calls the corresponding vehicle parameters according to the PVID and marshalling information of the linked trailer and in combination with the train combination list stored inside, and generates a CC software data packet corresponding to the vehicle parameters. The activation end CC2 of the linked vehicle encrypts the generated software data packet and sends the check code to the ZC.

The train set column represents, for example, the following table:

PVID of connected train	Train marshalling	Vehicle parameters corresponding to the connected vehicle
			110	3	Set of vehicle parameters
220	4	Set of vehicle parameters
			330	5	Set of vehicle parameters
440	6	Set of vehicle parameters
			…	…	…

Step nine: and synchronously executing the step six to the step eight by the trailer A.

Step ten: taking fig. 1 as an example, after receiving check codes respectively sent by a trailer CC2 and a trailer CC1, a ZC determines whether software data packets generated by the trailer CC2 and the trailer CC1 are consistent through security check, and if the check result is a pass, it indicates that the software data packets are consistent, and sends check passing information to the trailer CC2 and the trailer CC1 respectively; if the verification result is that the information is not passed, the result indicates that the information is not consistent, and the ZC sends verification passing information to the trailer CC2 and the trailer CC1 respectively.

Step eleven: after the trailer CC2 and the linked trailer CC1 receive the verification passing information, CC software data packets generated by correspondingly hanging vehicle parameters can be used, after the loading of the software data packets of the trailer CC2 and the linked trailer CC1 is finished, the trailer CC2 continues to keep the current activation state, the linked trailer CC1 is automatically deactivated, the previous activation state is changed into the non-activation state, at the moment, the trailer B and the linked trailer A are finally linked and hung as a train C, the head end and the tail end of the train C are respectively the trailer CC2 and the linked trailer CC1, the trailer CC2 is an activation end, the linked trailer CC1 is a non-activation end, and the linked train C reports the successful train linking state to the ATS and the ZC, so that the train linking process is finished; if the verification results received by the trailer CC2 and the trailer CC1 are not passed, the train coupling process is terminated, the coupling is failed, and the trailer CC2 reports the coupling failure state to the ATS and gives an alarm.

Step twelve: and the activation end (the trailer CC 2) of the coupled train C receives the operation plan information from the ATS, judges whether the end needs to be changed or not according to the train operation plan information of the ATS, and sends an end changing request to the ZC if the end needs to be changed.

Taking fig. 1 as an example, if the ATS operation plan is from left to right, the active end (trailer CC 2) of the train C receives the information and then determines that it needs to change the end, then sends an end change request to the ZC, and the ZC forwards the end change request to the inactive end (trailer CC 1) after receiving the information; after receiving a terminal changing request of an activating terminal forwarded by a ZC, an inactive terminal of a train C outputs a virtual key activation signal, virtual activation state information is forwarded to an original activating terminal through the ZC, the original activating terminal releases the activation signal of the terminal after receiving the virtual activation state information of the original inactive terminal and informs the original inactive terminal through the ZC, the original inactive terminal is changed into a new activating terminal after changing the terminal, and then the new activating terminal controls the train to run after manually selecting or automatically controlling the train to enter a corresponding mode according to the currently available mode of the train. For example, if the FAM mode condition is available, the activation end controls the train to operate in the FAM mode, and if the FAM mode is not available, the driver is prompted by the TOD to select another available mode.

Step thirteen: and the ZC calculates the movement authorization for the connected train C according to the successful connection state reported by the train C, and the train C controls the train to run according to the movement authorization and the connected software data packet.

And (3) when the train needs to be disconnected (if the passenger flow is less, two marshalling trains are not required to be connected and operated), the train operates to a connection and disconnection area according to the operation plan and stops.

Fourteen steps: and the dispatcher manually sends a decoding command to the train C, the train C outputs the decoding command to the train after judging that the train stops in the decoding area after receiving the decoding command, the train controls the train coupler to be disconnected after receiving the decoding command, and the train C is decoded into the train A and the train B.

Step fifteen: after the vehicle-mounted CCs at the head and tail ends of the A vehicle and the B vehicle detect that the coupling signal is invalid, the vehicle parameters corresponding to the train are used to generate a CC software data packet corresponding to the vehicle parameters, and after the generated software data packet is mutually verified by the vehicle-mounted CCs at the head and tail ends, the software data packet can be used only when the verification result is that the software data packet passes.

Sixthly, the step of: the vehicle-mounted CCs of the A vehicle and the B vehicle respectively receive the operation plan information from the ATS, judge whether the end change is needed according to the train operation plan information sent by the ATS, and then control the train operation according to the operation plan of the ATS.

While the invention has been described with reference to specific embodiments, it will be understood by those skilled in the art that the invention is not limited thereto but is intended to cover all modifications, equivalents and alternatives falling within the spirit and scope of the invention as defined by the appended claims. Any modification which does not depart from the functional and structural principles of the present invention is intended to be included within the scope of the claims.

Claims

1. A train automatic coupling and de-compiling method supporting variable marshalling combination is used for automatic coupling of a train B and a train A, wherein the train B is a coupled train, the train A is a coupled train, and both the head end and the tail end of the train B and the train A are respectively provided with a set of vehicle-mounted CCs, and is characterized in that:

after receiving check codes respectively sent by the activation terminals CC of the train B and the train A, the ZC confirms whether software data packets generated by the activation terminals CC of the train B and the train A are consistent or not through safety check, if the check result is that the software data packets are consistent, the check result indicates that the software data packets are consistent, and the ZC sends check passing information to the activation terminals CC of the train B and the train A respectively; if the verification result is that the verification result is not passed, indicating that the verification result is not consistent, and respectively sending verification failing information to the activation terminals CC of the train B and the train A by the ZC;

after the activation end CC of the train B and the train A receive the verification passing information, the CC software data packets correspondingly generated by the parameters of the coupled train can be used, after the loading of the CC software data packets of the activation end of the train B and the train A is finished, the activation end CC of the train B continuously keeps the current activation state, the activation end CC of the train A is changed from the previous activation state to the non-activation state, at the moment, the coupled train B and the coupled train A are finally coupled into a train C, and the coupled train C reports the successful train coupling state to the ATS and the ZC, so that the train coupling process is finished; before a train B and the train A are automatically connected, the train A stops in an interval or stops in a connection and disconnection area to wait for connection, the setting of the connection and disconnection area is on the premise that the normal operation of a main train is not influenced, a dispatching system sends a connection command to the train B, the train B is arranged to a route close to the train A, the train B controls the train to run behind the train A according to movement authorization, when the train B cannot continuously run by the movement authorization control train, the train stops, the train enters a connection mode according to the connection command after the train stops, a vehicle CC of the train B controls the train to run forwards at a fixed speed in the connection mode, after the train B strikes the train A at the fixed speed, if the coupling mechanical equipment finishes connection, the vehicle CC of the train B obtains a connection state through a hard wire interface of the train to judge whether the train is successfully connected; if the train-mounted CC of the train B does not acquire a coupling success signal, controlling the train to keep braking without moving, coupling the train B and the train A to form a train C, receiving operation plan information from the ATS by an activation end of the train C, judging whether the end needs to be changed according to the train operation plan information of the ATS, if the end needs to be changed, sending an end changing request to a ZC, forwarding the end changing request to a non-activation end by the ZC after receiving the information, calculating movement authorization for the coupled train C according to the coupling success state reported by the train C, controlling the train to operate by the train C according to the movement authorization and a coupled software data packet, if the verification results received by the activation ends CC of the train B and the train A are not passed, terminating the coupling process, failing to couple, reporting the coupling failure state to the ATS by the activation end CC of the train B, and giving an alarm prompt;

the train B and the train A form a train C by adopting an automatic train connection method, and the automatic train disconnection method is characterized in that the following steps are executed after a disconnection command is sent to the train C: