CN114454916B - Multi-system-compatible train control vehicle-mounted equipment and control method - Google Patents
Multi-system-compatible train control vehicle-mounted equipment and control method Download PDFInfo
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- CN114454916B CN114454916B CN202210071987.0A CN202210071987A CN114454916B CN 114454916 B CN114454916 B CN 114454916B CN 202210071987 A CN202210071987 A CN 202210071987A CN 114454916 B CN114454916 B CN 114454916B
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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
- B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
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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
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0081—On-board diagnosis or maintenance
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Abstract
The invention provides a train control vehicle-mounted device compatible with multiple systems and a control method, wherein the train control vehicle-mounted device comprises: the system comprises a first system vehicle-mounted device and a second system core processing unit; the first system vehicle-mounted equipment comprises a first system core processing unit; the first system core processing unit is connected with the second system core processing unit; the first system core processing unit is used for carrying out safety monitoring on the train on a first standard line; the second system core processing unit is used for carrying out safety monitoring on the train on a second standard line; the first system and the second system are systems of different systems. The train control vehicle-mounted equipment compatible with multiple systems and the control method realize the high integration of two system systems, have simple system structure, reduce the complexity of the system, reduce the occurrence probability of faults and improve the usability.
Description
Technical Field
The invention belongs to the technical field of rail transit, and particularly relates to a train control vehicle-mounted device compatible with multiple systems and a control method.
Background
The CTCS (Chinese Train Control System, chinese train operation control system) system used by the current high-speed rail and the CBTC (Communication Based Train Control System, communication-based train automatic control system) system used by the subway are not compatible with each other, and the high-speed rail train equipped with the CTCS system on-board equipment cannot operate on the CBTC line, and the subway train equipped with the CBTC system on-board equipment cannot also operate on the CTCS line. However, more and more markets need to connect CTCS lines to CBTC lines, and need to run over-the-line trains, either on CTCS lines or CBTC lines. The simplest method is that a train is equipped with a CTCS system vehicle-mounted device and a CBTC vehicle-mounted device at the same time, and the CTCS system vehicle-mounted device carries out safety protection on the running of the train on a CTCS line; on a CBTC line, safety protection is carried out on train operation by a CBTC system vehicle-mounted device; and performing manual or automatic control right switching in the overlapped area of the CTCS line and the CBTC line. However, this approach is too low in integration, not only requires a large installation space for the train, but also is costly in equipment. And because the system structure is complicated, the probability of fault occurrence is higher, and the system is not easy to maintain.
Disclosure of Invention
In view of the above problems, the present invention provides a multi-system compatible train control vehicle-mounted device, comprising:
the system comprises a first system vehicle-mounted device and a second system core processing unit;
the first system vehicle-mounted equipment comprises a first system core processing unit;
the first system core processing unit is connected with the second system core processing unit;
the first system core processing unit is used for carrying out safety monitoring on the train on a first standard line;
the second system core processing unit is used for carrying out safety monitoring on the train on a second standard line;
the first system and the second system are systems of different systems.
Further, the second system core processing unit realizes safety control of the vehicle on the second standard line based on the input information and the output information forwarded by the first system core processing unit.
Further, the first system vehicle-mounted device further comprises a human-computer interface unit;
the man-machine interface unit provides a unified man-machine interface for the train control vehicle-mounted equipment;
the human-machine interface unit supports a first system display specification and a second system display specification;
the first system core processing unit is connected with the man-machine interface unit;
When the first system core processing unit is in a vehicle control state, the human-computer interface unit performs information display and operation interaction according to a first system display specification;
and when the second system core processing unit is in a vehicle control state, the man-machine interface unit performs information display and operation interaction according to the second system display specification.
Further, the first system core processing unit is used for realizing the switching of the control right between the first system core processing unit and the second system core processing unit.
Further, the first system is a CTCS system, the first system vehicle-mounted equipment is CTCS vehicle-mounted equipment, and the first system core processing unit is a CTCS core processing unit;
the second system is a CBTC system, and the second system core processing unit is a CBTC core processing unit;
the first system is a CTCS system;
the second system is a CBTC system.
Further, the train control vehicle-mounted device further includes:
further comprises: CTCS wireless transmission units and CBTC wireless transmission units,
the CBTC wireless transmission unit is used for realizing wireless data transmission between the CBTC core processing unit and the zone control center ZC through the LTE network;
the CTCS wireless transmission unit is used for realizing wireless data transmission between the CTCS core processing unit and the wireless block center RBC through the GSM-R network.
Further, when the first system core processing unit is in a vehicle control state, the first system core processing unit can output a braking command and/or a traction cutting command to the train;
when the second system core processing unit is in a train control state, the first system core processing unit forwards a braking command and/or a traction cutting command of the second system core processing unit to the train, so that the safety control of the second system core processing unit on the train is realized.
Further, the first system core processing unit is configured to implement a transfer of control right from the first system core processing unit to the second system core processing unit, and includes:
the first system core processing unit sends a handover control right forecast to the second system core processing unit;
the second system core processing unit receives the handover control right advance notice, judges that the second system core processing unit meets the control condition, and sends control right switching confirmation to the first system core processing unit;
and after receiving the control right switching confirmation, the first system core processing unit transfers the control right to the second system core processing unit, and the second system core processing unit controls the vehicle.
Further, if the first system core processing unit does not receive the control right switching confirmation from the second system core processing unit within the specified time, the first system core processing unit stops the control right switching, and determines that the second system core processing unit enters a fault state, the control right information is not forwarded to the second system core processing unit, and the control right is not handed over to the second system core processing unit.
Further, before the first system core processing unit is further configured to transfer the control right to the second system core processing unit, it is determined whether a condition for switching the control right is satisfied:
and the control right switching is only carried out when the first system core processing unit is in a normal working state, the second system core processing unit is in a normal working state, the current first system does not output a braking command, the current speed is lower than the second system allowable speed and the current first system is in a first system working mode allowing the switching of the control right.
Further, the first system core processing unit is configured to implement retrieving the control right from the second system core processing unit to the first system core processing unit, and includes:
the first system core processing unit sends a command for recovering the right of controlling the vehicle to the second system core processing unit;
and if the first system core processing unit receives the handover control right confirmation sent by the second system core processing unit, the first system core processing unit is handed over the control right to the first system core processing unit, and then the first system core processing unit has the control right.
Further, if the first system core processing unit does not receive the handover control right confirmation sent by the second system core processing unit within the specified time, the first system core processing unit forcibly withdraws the control right, and determines that the second system core processing unit enters a fault state, the control right information is not forwarded to the second system core processing unit, and the control right is not handed over to the second system core processing unit.
Further, the first system core processing unit is further configured to determine, before retrieving the control right to the first system core processing unit, whether a condition for switching the control right is satisfied:
and the control right switching is only carried out when the working state of the first system core processing unit is normal, the working state of the second system core processing unit is normal, the current second system does not output a braking command, the current speed is lower than the allowable speed of the first system and the current first system working mode allowing the switching of the control right is adopted.
Further, the first system core processing unit is configured to:
when the first system core processing unit is in a vehicle control state, the second system core processing unit fails, the first system core processing unit isolates the second system core processing unit in software, the vehicle control information is not forwarded to the second system core processing unit, and the vehicle control right is not handed over to the second system core processing unit; and/or
When the second system core processing unit is in a vehicle control state and the working state of the first system core processing unit is normal, if the second system core processing unit fails, the first system core processing unit withdraws the vehicle control right and applies emergency braking and stopping; and/or
When the second system core processing unit is in a car control state, the first system core processing unit fails, and the first system core processing unit withdraws car control right, applies emergency braking to stop, and enters a dead halt state.
Further, the train control vehicle-mounted device also comprises an automatic driving unit ATO,
the ATO is connected with the first system core processing unit, and when the first system core processing unit controls the vehicle, the first system core processing unit provides automatic driving information for the ATO;
the ATO is connected with the second system core processing unit, and when the second system core processing unit controls the vehicle, the second system core processing unit provides automatic driving information for the ATO.
The invention also provides a control method of the train control vehicle-mounted equipment based on the compatible multiple systems, which comprises the following steps:
the safety monitoring of the train on the first standard line is realized through the first system core processing unit;
and the first system core processing unit is used for sending the input information and the output information to the second system core processing unit and realizing the safety monitoring of the train on the second standard line by the second system core processing unit.
Further, the method comprises the steps of:
And the control right switching between the first system core processing unit and the second system core processing unit is realized through the first system core processing unit.
Further, the method comprises the steps of:
when the first system core processing unit is in a vehicle control state, the first system core processing unit can output a braking command and/or a traction cutting command to a train;
when the second system core processing unit is in a train control state, the first system core processing unit forwards a braking command and/or a traction cutting command of the second system core processing unit to the train, so that the safety control of the second system core processing unit on the train is realized.
Further, the transfer of the control right from the first system core processing unit to the second system core processing unit is realized by the first system core processing unit, and the method comprises the following steps:
the first system core processing unit sends a handover control right forecast to the second system core processing unit;
the second system core processing unit receives the handover control right advance notice, judges that the second system core processing unit meets the control condition, and sends control right switching confirmation to the first system core processing unit;
and after receiving the control right switching confirmation, the first system core processing unit transfers the control right to the second system core processing unit, and the second system core processing unit controls the vehicle.
Further, if the first system core processing unit does not receive the control right switching confirmation from the second system core processing unit within the specified time, the first system core processing unit stops the control right switching, and determines that the second system core processing unit enters a fault state, the control right information is not forwarded to the second system core processing unit, and the control right is not handed over to the second system core processing unit.
Further, before the first system core processing unit is further configured to transfer the control right to the second system core processing unit, it is determined whether a condition for switching the control right is satisfied:
and the control right switching is only carried out when the first system core processing unit is in a normal working state, the second system core processing unit is in a normal working state, the current first system does not output a braking command, the current speed is lower than the second system allowable speed and the current first system is in a first system working mode allowing the switching of the control right.
Further, the retrieving, by the first system core processing unit, the control right from the second system core processing unit to the first system core processing unit includes:
the first system core processing unit sends a command for recovering the right of controlling the vehicle to the second system core processing unit;
And if the transfer control right confirmation sent by the second system core processing unit is received, transferring the control right to the first system core processing unit, and further enabling the first system core processing unit to have the control right.
Further, if the first system core processing unit does not receive the handover control right confirmation sent by the second system core processing unit within the specified time, the first system core processing unit forcibly withdraws the control right, and determines that the second system core processing unit enters a fault state, the control right information is not forwarded to the second system core processing unit, and the control right is not handed over to the second system core processing unit.
Further, the first system core processing unit is further configured to determine, before retrieving the control right to the first system core processing unit, whether a condition for switching the control right is satisfied:
and the control right switching is only carried out when the working state of the first system core processing unit is normal, the working state of the second system core processing unit is normal, the current second system does not output a braking command, the current speed is lower than the allowable speed of the first system and the current first system working mode allowing the switching of the control right is adopted.
Further, the first system core processing unit is configured to:
When the first system core processing unit is in a vehicle control state, the second system core processing unit fails, the first system core processing unit isolates the second system core processing unit in software, the vehicle control information is not forwarded to the second system core processing unit, and the vehicle control right is not handed over to the second system core processing unit; and/or
When the second system core processing unit is in a vehicle control state and the working state of the first system core processing unit is normal, if the second system core processing unit fails, the first system core processing unit withdraws the vehicle control right and applies emergency braking and stopping; and/or
When the second system core processing unit is in a car control state, the first system core processing unit fails, and the first system core processing unit withdraws car control right, applies emergency braking to stop, and enters a dead halt state.
Further, the method comprises the steps of:
the control right switching of the first system core processing unit and the second system core processing unit is realized through operating the human-computer interface unit; and/or
And according to the grade switching command received by the ground equipment, automatically realizing the switching of the control right of the first system core processing unit and the second system core processing unit by the first system core processing unit.
Further, the ground line comprises a first standard region and a second standard region, a first standard and second standard overlapping region is arranged in the adjacent region of the first standard region and the second standard region, and the first standard ground equipment and the second standard ground equipment are simultaneously arranged in the overlapping region;
the control method comprises the following steps:
in the overlapping area, the first system core processing unit receives the ground information of the ground equipment of the first system, and the second system core processing unit receives the ground information of the ground equipment of the second system;
the ground equipment in the overlapping area can send a grade switching command, and the vehicle-mounted equipment realizes the switching of the control right according to the grade switching command.
Further, the ground line comprises a first standard region and a second standard region, a second standard forecast region and a first standard forecast region are respectively arranged in adjacent regions of the first standard region and the second standard region, the first standard ground equipment and the second standard ground equipment are connected, and ground information of at least one braking distance of the other side can be obtained;
the control method comprises the following steps:
before a train enters a second system area from a first system area, the first system ground equipment transmits ground information of the second system area acquired from second system ground equipment to vehicle-mounted equipment after passing through the second system forecast area;
The vehicle-mounted equipment determines the speed of the train according to the ground information of the first standard region and the ground information of the second standard region, and performs control right switching on the boundary between the first standard region and the second standard region, so that the second system core processing unit controls the train and controls the train to run without stopping across the region; and/or
Before a train enters a first system area from a second system area, passing through the first system forecast area, the second system ground equipment sends the ground information of the first system area acquired from the first system ground equipment to the vehicle-mounted equipment;
the vehicle-mounted equipment determines the speed of the train according to the ground information of the second standard area and the ground information of the first standard area, and performs control right switching on the boundary between the first standard area and the second standard area, so that the first system core processing unit controls the train and controls the train to run without stopping and crossing the area.
The train control vehicle-mounted equipment compatible with multiple systems and the control method realize the high integration of two system vehicle-mounted systems, and are specially aimed at the high integration of a CTCS system and a CBTC system, so that the system structure is simple, the complexity of the system is reduced, the probability of occurrence of faults is reduced, and the usability is improved. Meanwhile, the equipment cost is reduced, the equipment volume is reduced, and the equipment is convenient to install. Furthermore, automatic switching of the control right of the CTCS system and the CBTC system is realized, the overline operation of the CTCS line and the CBTC line is supported, and the operation efficiency is improved.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention may be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 shows a schematic configuration diagram of a multi-system compatible train control device according to an embodiment of the present invention;
FIG. 2 illustrates a flow chart of a handoff process from a CTCS control to a CBTC control in accordance with an embodiment of the present invention;
FIG. 3 is a flow chart illustrating a handoff process from a CBTC to a CTCS in accordance with an embodiment of the present invention;
fig. 4 shows a schematic structural diagram of a multi-system compatible train control vehicle device having an ATO function according to an embodiment of the present invention;
FIG. 5 illustrates a schematic diagram of a routing area arrangement according to an embodiment of the present invention;
fig. 6 shows another schematic layout of a circuit area according to an embodiment of the invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The embodiment of the invention provides a train control vehicle-mounted device compatible with multiple systems (train control vehicle-mounted device for short), which comprises: the system comprises a first system vehicle-mounted device and a second system core processing unit; the first system vehicle-mounted equipment comprises a first system core processing unit; the first system core processing unit is connected with the second system core processing unit; the first system core processing unit is used for carrying out safety monitoring on the train on a first standard line; the second system core processing unit is used for carrying out safety monitoring on the train on a second standard line; the first system and the second system are systems of different systems.
The embodiment of the invention is illustrated by taking train control vehicle-mounted equipment compatible with CTCS and CBTC. Specifically, the first system is a CTCS system, the first system vehicle-mounted equipment is CTCS vehicle-mounted equipment, and the first system core processing unit is a CTCS core processing unit; the second system is a CBTC system, and the second system core processing unit is a CBTC core processing unit; the first system is a CTCS system; the second system is a CBTC system.
Further, the second system core processing unit realizes safety control of the vehicle on the second standard line based on the input information and the output information forwarded by the first system core processing unit.
The first system vehicle-mounted equipment further comprises a man-machine interface unit; the human-computer interface unit provides a unified human-computer interface for the train control vehicle-mounted equipment; the human-computer interface unit supports a first system display specification and a second system display specification; the first system core processing unit is connected with the man-machine interface unit; when the first system core processing unit is in a vehicle control state, the human-computer interface unit performs information display and operation interaction according to a first system display specification; and when the second system core processing unit is in a vehicle control state, the man-machine interface unit performs information display and operation interaction according to the second system display specification.
The first system core processing unit is used for realizing the control right switching between the first system core processing unit and the second system core processing unit.
The invention is not limited to the two systems of vehicle-mounted devices, and vehicle-mounted systems of other systems can be fused on the same principle. Preferably, the train control vehicle-mounted equipment compatible with the CBTC system and the CTCS system can operate in the environment of the large-scale railway and urban rail transit lines, and the compatible operation of most line scenes is met.
The CBTC core processing unit is used as an independent module and is arranged in vehicle-mounted equipment of the CTCS system, and the CBTC core processing unit is provided with an independent communication module and is in data communication with a ZC (Zone Controller) of ground equipment through an LTE (Long Term Evolution, long term evolution of general mobile communication technology) network. In addition, all input and output information required by the CBTC core processing unit for controlling the vehicle is realized through the CTCS core processing unit, and the CBTC core processing unit is supported for safely controlling the vehicle. When the CTCS core processing unit or the CBTC core processing unit receives a control right switching command from the outside, the control right switching is realized by the CTCS core processing unit.
As shown in fig. 1, the train control vehicle-mounted device comprises a CTCS core processing unit, a CBTC core processing unit, a CTCS wireless transmission unit, a CBTC wireless transmission unit, a man-machine interface unit (Driver Machine Interface, DMI), a data recording unit, a track circuit information processing unit, a transponder information processing unit, a speed and distance measuring unit, a train interface unit and a brake interface unit. The device comprises a CBTC core processing unit, a CBTC wireless transmission unit, a CTCS system vehicle-mounted equipment and a control system.
Specifically, the CTCS core processing unit realizes core logic of train safety monitoring based on train data and ground information. The CTCS wireless transmission unit, the braking interface unit, the track circuit information processing unit, the transponder information processing unit, the speed and distance measuring unit, the man-machine interface unit, the data recording unit, the train interface unit and the CBTC core processing unit are all connected with the CTCS core processing unit.
The CTCS wireless transmission unit is used for realizing wireless data transmission between the CTCS core processing unit and the wireless block center RBC through the GSM-R network.
The transponder information processing unit is used for receiving the ground transponder message.
The track circuit information processing unit is used for receiving the track circuit information.
The speed and distance measuring unit can calculate the position, speed and direction of the train based on the sensing data collected by the speed sensor (speed sensing), radar and the like.
The man-machine interface unit is used for realizing man-machine interaction between the CTCS core processing unit/CBTC core processing unit and a driver.
The data recording unit is used for recording the operation data of the CTCS core processing unit and the CBTC core processing unit.
The train interface unit is used for collecting train interface input information.
The braking interface unit is used for outputting braking commands to the train through the CTCS core processing unit and the CBTC core processing unit.
In order to be compatible with a CBTC system, a CBTC core processing unit and a CBTC wireless transmission unit are additionally arranged in vehicle-mounted equipment of the CTCS system. The CBTC wireless transmission unit is a communication unit for wireless data interaction between the CBTC core processing unit and the ZC through the LTE network. The CBTC core processing unit realizes the core function of the vehicle-mounted equipment of the CBTC system, and the CBTC core processing unit monitors the safety of the train on a CBTC line. The CBTC core processing unit establishes two-way communication with the CTCS core processing unit, and receives input information such as transponder data, speed position information, train interface information, driver operation information and the like through the CTCS core processing unit; the CBTC core processing unit outputs commands such as braking, cutting and traction to the train through the CTCS core processing unit, and outputs train control information to the DMI.
In the train control vehicle-mounted device, the CTCS core processing unit is in a dominant position, and the CBTC core processing unit is in a subordinate position.
The train control vehicle-mounted equipment is provided with a unified human-machine interface unit, a driver operates the vehicle-mounted equipment through the human-machine interface unit, and the running state, the front line information and the like of the train are checked through the human-machine interface unit. The DMI supports CTCS display specifications (first system display specifications) and CBTC display specifications (second system display specifications), establishes a communication connection with CTCS core processing units, CBTC core processing units, and exchanges data. Specifically, the human-machine interface unit is directly connected with the CTCS core processing unit. The data interaction between the man-machine interface unit and the CBTC core processing unit is forwarded through the CTCS core processing unit. When the CTCS core processing unit is in a vehicle control state, the DMI performs information display and operation interaction according to CTCS display specifications; when the CBTC core processing unit is in a car control state, the DMI performs information display and operation interaction according to the CBTC display specification. When the CTCS core processing unit and the CBTC core processing unit switch the control right, the DMI also automatically switches the information display and operation interaction modes according to the marks of the core processing units with the control right.
The train control vehicle-mounted equipment receives a control right switching command from the ground equipment, or a driver inputs the control right switching command, or the CTCS core processing unit detects an event needing to switch the control right, and the CTCS core processing unit controls the control right switching process, so that the control right switching of the control right between the CTCS core processing unit and the CBTC core processing unit is realized.
On the CTCS line, the CTCS core processing unit controls the vehicle, and on the CBTC line, the CBTC core processing unit controls the vehicle. When the CTCS core processing unit is in a vehicle control state, the CTCS core processing unit can output braking commands, cutting traction commands and the like to the train, and the CTCS core processing unit does not forward the braking, cutting traction and other commands of the CBTC core processing unit to the train; when the CBTC core processing unit is in a car control state, the CTCS core processing unit forwards commands such as braking, cutting and traction of the CBTC core processing unit to the train, so that safety control of the CBTC core processing unit on the car is realized.
The process by which the CTCS core processing unit converts control authority to the CBTC core processing unit is shown in fig. 2. Under the condition that the CTCS core processing unit has the control right, when receiving the switching command, judging whether the condition of switching the control right is met or not: the control right switching is performed only when the working state of the CTCS core processing unit is normal, the working state of the CBTC core processing unit is normal, the current CTCS has no brake command output, the current speed is lower than the allowed speed of the CBTC system, and the current CTCS working mode allowing the switching of the control right is currently in. Illustratively, the shunting mode does not allow for switching control, and other modes, such as a full mode, a partial mode, etc., allow for switching control. The switching process is shown in fig. 2, in which the CTCS core processing unit sends a handover control right notice to the CBTC core processing unit, the CBTC core processing unit returns a confirmation after receiving the handover control right notice, and after receiving the control right switching confirmation, the CTCS core processing unit gives the handover control right to the CBTC core processing unit, and the CBTC core processing unit controls the vehicle. Furthermore, the CBTC core processing unit has the control right.
The process by which the CBTC core processing unit converts control authority to the CTCS core processing unit is shown in fig. 3. Under the condition that the CBTC core processing unit has the control right, when the CTCS core processing unit receives the switching command, whether the condition of switching the control right is met is judged at first: the control right is switched according to fig. 3 only when the CTCS core processing unit is in a normal operation state, the CBTC core processing unit is in a normal operation state, the current CBTC has no brake command output, the current speed is lower than the allowed speed of the CTCS system, and the current CTCS is in a CTCS operation mode allowing the switching of the control right. Illustratively, the CTCS core processing unit sends a command to withdraw the control right to the CBTC core processing unit, and if a confirmation of handing over the control right sent by the CBTC core processing unit is received, the control right is handed over to the CTCS core processing unit, and the CTCS core processing unit has the control right. If the confirmation of the handover control right from the CBTC core processing unit is not received within the set time, the CTCS core processing unit considers that the CBTC core processing unit enters a fault state, the CTCS core processing unit forcibly withdraws the control right, and the CBTC core processing unit is isolated on software (software running on each core processing unit), namely the control right is not forwarded to the CBTC core processing unit any more, and the control right is not handed over to the CBTC core processing unit any more. The forwarded train control information comprises information which is input from the outside and used for controlling a train, and a control command which is output by the CBTC core processing unit.
In the embodiment of the invention, in order to support the control of the CBTC core processing unit, the CTCS core processing unit forwards all needed input and output control information for the CBTC core processing unit. Namely, the CTCS core processing unit accurately transmits all external input information to the CBTC core processing unit in real time, and outputs a control command of the CBTC core processing unit to the train and the DMI. Specifically, the CTCS core processing unit and the CBTC core processing unit adopt bus communication, so that the communication capacity and the instantaneity are improved. The CTCS core processing unit provides processed information, such as speed, acceleration and the like, for the CBTC core processing unit, so that the communication data volume is reduced, the CBTC core processing unit is prevented from processing the data for the second time, and the working efficiency is improved; and a secure communication protocol is established between the CTCS core processing unit and the CBTC core processing unit, so that accurate and timely data transmission is ensured, and security measures are adopted when communication faults are detected.
When the CTCS core processing unit is in a vehicle control state, the CTCS core processing unit fails, the system enters a dead halt state, and emergency braking is applied to stop.
When the CTCS core processing unit is in a vehicle control state, the CBTC core processing unit breaks down, and the CTCS core processing unit is isolated in software, namely, the output and input vehicle control information is not forwarded to the CBTC core processing unit any more, and the vehicle control right is not handed over to the CBTC core processing unit any more.
When the CBTC core processing unit is in a car control state and the working state of the CTCS core processing unit is normal, if the CBTC core processing unit fails, the CTCS core processing unit withdraws car control rights according to the figure 3 and applies emergency braking to stop.
When the CBTC core processing unit is in a car control state, the CTCS core processing unit fails, the CTCS core processing unit withdraws car control rights, applies emergency braking to stop, and enters a dead halt state according to the figure 3.
In the embodiment of the invention, under various scenes of failure, normal, vehicle control and non-vehicle control of the CTCS core processing unit and the CBTC core processing unit, the processing measures under each scene are defined, and the driving safety is ensured.
The information interaction in the process of switching the control right of fig. 2 and fig. 3 can be a software-level information interaction or a hardware-level I/O information interaction, for example, the information interaction is realized by the lifting/dropping of a relay.
Further, the train control vehicle-mounted system also integrates an automatic driving function, as shown in fig. 4, an automatic driving unit ATO (Automatic Train Operation) is arranged in the train control vehicle-mounted system, the automatic driving unit is connected with the CTCS core processing unit, when the CTCS core processing unit controls the vehicle, the CTCS core processing unit provides automatic driving information for the ATO, and the CTCS core processing unit interacts information with the human-computer interface unit to guide a driver to drive and display relevant automatic driving information to the driver. The automatic driving unit is connected with the CBTC core processing unit, when the CBTC core processing unit controls the vehicle, the CBTC core processing unit provides automatic driving information for the ATO, and the CBTC core processing unit interacts information with the human-computer interface unit to guide a driver to drive and display relevant automatic driving information to the driver. The automatic driving unit ATO is connected with the ground temporary speed limiting server TSRS (Temporary Speed Restriction) wirelessly, and obtains information such as operation plans, line data and the like from the temporary speed limiting server TSRS. The automatic driving unit ATO is connected with the train, collects train information in an automatic driving state, outputs commands such as traction, braking grade and the like to the train, and automatically accelerates, decelerates or coasts the train to realize automatic running of the train.
In the embodiment of the invention, train control vehicle-mounted equipment can realize the switching of the control right in two modes. First: the control right switching of the CTCS core processing unit and the CBTC core processing unit is realized by operating the human-computer interface unit; and secondly, according to the grade switching command received by the ground equipment, the CTCS core processing unit automatically realizes the switching of the control right of the CTCS core processing unit and the CBTC core processing unit.
In order to realize the train control right switching, the switching command can be sent through the ground equipment or the train control vehicle-mounted equipment can identify the switching condition. By way of example, in the embodiment of the invention, the control right switching process of the train control vehicle-mounted equipment can be supported through a ground line arrangement scheme.
Illustratively, as shown in FIG. 5, the ground line includes a CTCS region (i.e., CTCS line/first system region) and a CBTC region (i.e., CBTC line/second system region), and CTCS and CBTC overlapping regions (first system and second system overlapping regions) are provided in adjacent regions of the CTCS region and the CBTC region, and the CTCS ground device and the CBTC ground device are simultaneously arranged in the overlapping regions. In the overlapping area, the CTCS core processing unit receives CTCS ground information from CTCS ground equipment, and the CBTC core processing unit receives CBTC ground information from CBTC ground equipment; the ground equipment in the overlapping area can send a grade switching command, and the vehicle-mounted equipment realizes the switching of the control right according to the grade switching command.
In further examples, the landline includes a CTCS region and a CBTC region, as shown in fig. 6. A CBTC forenotice area and a CTCS forenotice area are respectively arranged in the adjacent areas of the CTCS area and the CBTC area, wherein the CBTC forenotice area is arranged in the area adjacent to the CBTC area in the CTCS area, and the CTCS forenotice area is arranged in the area adjacent to the CSTC area in the CBTC area. The CTCS ground equipment and the CBTC ground equipment are connected, and can acquire ground information of at least one braking distance of the other side so as to realize that the train passes through the boundary of the area at high speed and enters the next area. Specifically, when an abnormality occurs in entering the next area, the vehicle can be safely stopped within a braking distance, and if no abnormality occurs, the vehicle can pass at a high speed. Before a train enters a CBTC area from a CTCS area, after passing through a CBTC forenotice area, the CTCS ground equipment transmits ground information of the CBTC area acquired from the CBTC ground equipment to vehicle-mounted equipment; the vehicle-mounted equipment determines the speed of the train according to the ground information of the CTCS area and the ground information of the CBTC area, and performs control right switching on the boundary between the CTCS area and the CBTC area, so that the control of the train by the CBTC core processing unit is realized, and the train is controlled to run without stopping and crossing the area; before a train enters a CTCS region from a CBTC region, the CBTC ground equipment transmits the ground information of the CTCS region acquired from the CTCS ground equipment to vehicle-mounted equipment after passing through a CTCS forecast region; the vehicle-mounted equipment determines the speed of the train according to the ground information of the CBTC area and the ground information of the CTCS area, and performs control right switching on the boundary between the CTCS area and the CBTC area, so that the control of the train by the CTCS core processing unit is realized, and the train is controlled to run without stopping and crossing the area. The train speed is determined according to the ground information, so that the train can pass through the boundary of the area without stopping or slowing down.
Based on the same inventive concept, the embodiment of the invention further provides a control method of the train control vehicle-mounted equipment compatible with multiple systems, which is used for controlling the train control vehicle-mounted equipment, and a specific control process can be obtained from the train control vehicle-mounted equipment compatible with multiple systems and is not repeated.
The train control vehicle-mounted equipment compatible with the multiple systems shares most external interfaces, can avoid the problem that the volume of the integrated equipment is obviously increased, and is convenient to install and maintain; compared with the integration of two independent devices, namely CTCS and CBTC, the scheme has the advantages of high integration level, low device failure probability and reduced device cost.
Furthermore, the train control vehicle-mounted equipment is flexible and easy to expand, and the CTCS core processing unit and the CBTC core processing unit can be used as software units to be simultaneously arranged in a hardware board card and communicate through a virtual bus; and the communication can be carried out through a real bus among the boards. The CTCS core processing unit may be an independent CBTC core processing unit as a manager, to implement CBTC system control, or may be extended, to implement system control such as LKJ (train operation monitoring device) using other train control system core processing units with LKJ (train operation monitoring device) functions. Because the core processing units of the two systems share the external input and output interfaces, the volume of the equipment is not increased, and the cost of the equipment is not obviously increased. In addition, based on the communication function of the two core processing units, data interaction can be realized according to a new control right switching flow, and control right switching is completed.
Although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (25)
1. A multi-system compatible train control vehicle-mounted device, comprising:
the system comprises a first system vehicle-mounted device and a second system core processing unit;
the first system vehicle-mounted equipment comprises a first system core processing unit;
the first system core processing unit is connected with the second system core processing unit;
the first system core processing unit is used for carrying out safety monitoring on the train on a first standard line;
the second system core processing unit is used for carrying out safety monitoring on the train on a second standard line; the second system core processing unit realizes safe control of the vehicle on a second standard line based on the input information and the output information forwarded by the first system core processing unit; the first system core processing unit is used for realizing the switching of the control right between the first system core processing unit and the second system core processing unit;
The first system and the second system are systems with different systems; the first system is a CTCS system, the first system vehicle-mounted equipment is CTCS vehicle-mounted equipment, and the first system core processing unit is a CTCS core processing unit; the second system is CBTC equipment, and the second system core processing unit is a CBTC core processing unit; the first system is a CTCS system; the second system is a CBTC system.
2. The multi-system compatible, column-controlled vehicle device of claim 1, wherein,
the first system vehicle-mounted equipment further comprises a man-machine interface unit;
the man-machine interface unit provides a unified man-machine interface for the train control vehicle-mounted equipment;
the human-machine interface unit supports a first system display specification and a second system display specification;
the first system core processing unit is connected with the man-machine interface unit;
when the first system core processing unit is in a vehicle control state, the human-computer interface unit performs information display and operation interaction according to a first system display specification;
and when the second system core processing unit is in a vehicle control state, the man-machine interface unit performs information display and operation interaction according to the second system display specification.
3. The multi-system-compatible, column-controlled, on-board device of claim 1, further comprising: CTCS wireless transmission units and CBTC wireless transmission units,
the CBTC wireless transmission unit is used for realizing wireless data transmission between the CBTC core processing unit and the zone control center ZC through the LTE network;
the CTCS wireless transmission unit is used for realizing wireless data transmission between the CTCS core processing unit and the wireless block center RBC through the GSM-R network.
4. The multi-system compatible, column-controlled vehicle device of claim 1, wherein,
when the first system core processing unit is in a vehicle control state, the first system core processing unit can output a braking command and/or a traction cutting command to a train;
when the second system core processing unit is in a train control state, the first system core processing unit forwards a braking command and/or a traction cutting command of the second system core processing unit to the train, so that the safety control of the second system core processing unit on the train is realized.
5. The multi-system compatible, column-controlled vehicle device of claim 1, wherein,
the first system core processing unit is used for realizing the conversion of the control right from the first system core processing unit to the second system core processing unit, and comprises the following components:
The first system core processing unit sends a handover control right forecast to the second system core processing unit;
the second system core processing unit receives the handover control right advance notice, judges that the second system core processing unit meets the control condition, and sends control right switching confirmation to the first system core processing unit;
and after receiving the control right switching confirmation, the first system core processing unit transfers the control right to the second system core processing unit, and the second system core processing unit controls the vehicle.
6. The multi-system compatible, column-controlled, on-board device of claim 5, wherein,
and if the first system core processing unit does not receive the control right switching confirmation from the second system core processing unit within the set time, the first system core processing unit stops the control right switching, judges that the second system core processing unit enters a fault state, does not forward the control right information for the second system core processing unit any more, and does not transfer the control right to the second system core processing unit any more.
7. The multi-system compatible, column-controlled vehicle device of claim 1, wherein,
the first system core processing unit is further configured to determine whether a condition for switching the control right is satisfied before the control right is transferred to the second system core processing unit:
And the control right switching is only carried out when the first system core processing unit is in a normal working state, the second system core processing unit is in a normal working state, the current first system does not output a braking command, the current speed is lower than the second system allowable speed and the current first system is in a first system working mode allowing the switching of the control right.
8. The multi-system compatible, column-controlled vehicle device of claim 1, wherein,
the first system core processing unit is used for realizing that the control right is recovered from the second system core processing unit to the first system core processing unit, and comprises the following components:
the first system core processing unit sends a command for recovering the right of controlling the vehicle to the second system core processing unit;
and if the first system core processing unit receives the handover control right confirmation sent by the second system core processing unit, the first system core processing unit is handed over the control right to the first system core processing unit, and then the first system core processing unit has the control right.
9. The multi-system compatible, column-controlled, on-board device of claim 8, wherein,
if the first system core processing unit does not receive the handover control right confirmation sent by the second system core processing unit within the set time, the first system core processing unit forcibly withdraws the control right, judges that the second system core processing unit enters a fault state, does not forward the control right for the second system core processing unit, and does not transfer the control right to the second system core processing unit.
10. The multi-system compatible, column-controlled, on-board device of claim 8, wherein,
the first system core processing unit is further configured to determine whether a condition for switching the control right is satisfied before the control right is returned to the first system core processing unit:
and the control right switching is only carried out when the working state of the first system core processing unit is normal, the working state of the second system core processing unit is normal, the current second system does not output a braking command, the current speed is lower than the allowable speed of the first system and the current first system working mode allowing the switching of the control right is adopted.
11. The multi-system compatible, column-controlled, on-board device of claim 1, wherein the first system core processing unit is configured to:
when the first system core processing unit is in a vehicle control state, the second system core processing unit fails, the first system core processing unit isolates the second system core processing unit in software, the vehicle control information is not forwarded to the second system core processing unit, and the vehicle control right is not handed over to the second system core processing unit; and/or
When the second system core processing unit is in a vehicle control state and the working state of the first system core processing unit is normal, if the second system core processing unit fails, the first system core processing unit withdraws the vehicle control right and applies emergency braking and stopping; and/or
When the second system core processing unit is in a car control state, the first system core processing unit fails, and the first system core processing unit withdraws car control right, applies emergency braking to stop, and enters a dead halt state.
12. The multi-system compatible, column-controlled, on-board device of claim 1, further comprising an autopilot ATO,
the ATO is connected with the first system core processing unit, and when the first system core processing unit controls the vehicle, the first system core processing unit provides automatic driving information for the ATO;
the ATO is connected with the second system core processing unit, and when the second system core processing unit controls the vehicle, the second system core processing unit provides automatic driving information for the ATO.
13. A control method of a train control in-vehicle apparatus based on a compatible multisystem according to any one of claims 1 to 12, comprising:
the safety monitoring of the train on the first standard line is realized through the first system core processing unit;
transmitting input information and output information to the second system core processing unit by the first system core processing unit,
the system is used for realizing the safety monitoring of the train on the second standard line by the second system core processing unit.
14. The control method of a multi-system-compatible train control vehicle-mounted device according to claim 13, comprising:
and the control right switching between the first system core processing unit and the second system core processing unit is realized through the first system core processing unit.
15. The control method of a multi-system-compatible train control vehicle-mounted device according to claim 14, comprising:
when the first system core processing unit is in a vehicle control state, the first system core processing unit can output a braking command and/or a traction cutting command to a train;
when the second system core processing unit is in a train control state, the first system core processing unit forwards a braking command and/or a traction cutting command of the second system core processing unit to the train, so that the safety control of the second system core processing unit on the train is realized.
16. The control method of a multi-system-compatible train control vehicle according to claim 14, wherein the transfer of the control right from the first system core processing unit to the second system core processing unit is implemented by the first system core processing unit, comprising:
the first system core processing unit sends a handover control right forecast to the second system core processing unit;
The second system core processing unit receives the handover control right advance notice, judges that the second system core processing unit meets the control condition, and sends control right switching confirmation to the first system core processing unit;
and after receiving the control right switching confirmation, the first system core processing unit transfers the control right to the second system core processing unit, and the second system core processing unit controls the vehicle.
17. The method for controlling a multisystem-compatible, column-controlled, vehicle-mounted device of claim 16,
and if the first system core processing unit does not receive the control right switching confirmation from the second system core processing unit within the set time, the first system core processing unit stops the control right switching, judges that the second system core processing unit enters a fault state, does not forward the control right information for the second system core processing unit any more, and does not transfer the control right to the second system core processing unit any more.
18. The method for controlling a multisystem-compatible, column-controlled, vehicle-mounted device of claim 16,
the first system core processing unit is further configured to determine whether a condition for switching the control right is satisfied before the control right is transferred to the second system core processing unit:
And the control right switching is only carried out when the first system core processing unit is in a normal working state, the second system core processing unit is in a normal working state, the current first system does not output a braking command, the current speed is lower than the second system allowable speed and the current first system is in a first system working mode allowing the switching of the control right.
19. The method for controlling a multisystem-compatible, column-controlled, vehicle-mounted device of claim 14,
the method for realizing the recovery of the control right from the second system core processing unit to the first system core processing unit through the first system core processing unit comprises the following steps:
the first system core processing unit sends a command for recovering the right of controlling the vehicle to the second system core processing unit;
and if the transfer control right confirmation sent by the second system core processing unit is received, transferring the control right to the first system core processing unit, and further enabling the first system core processing unit to have the control right.
20. The method for controlling a multisystem-compatible, column-controlled, vehicle-mounted device of claim 19,
if the first system core processing unit does not receive the handover control right confirmation sent by the second system core processing unit within the set time, the first system core processing unit forcibly withdraws the control right, judges that the second system core processing unit enters a fault state, does not forward the control right for the second system core processing unit, and does not transfer the control right to the second system core processing unit.
21. The method for controlling a multisystem-compatible, column-controlled, vehicle-mounted device of claim 19,
the first system core processing unit is further configured to determine whether a condition for switching the control right is satisfied before the control right is returned to the first system core processing unit:
and the control right switching is only carried out when the working state of the first system core processing unit is normal, the working state of the second system core processing unit is normal, the current second system does not output a braking command, the current speed is lower than the allowable speed of the first system and the current first system working mode allowing the switching of the control right is adopted.
22. The control method of a multi-system-compatible, column-controlled, on-vehicle device according to claim 14, wherein the first system core processing unit is configured to:
when the first system core processing unit is in a vehicle control state, the second system core processing unit fails, the first system core processing unit isolates the second system core processing unit in software, the vehicle control information is not forwarded to the second system core processing unit, and the vehicle control right is not handed over to the second system core processing unit; and/or
When the second system core processing unit is in a vehicle control state and the working state of the first system core processing unit is normal, if the second system core processing unit fails, the first system core processing unit withdraws the vehicle control right and applies emergency braking and stopping; and/or
When the second system core processing unit is in a car control state, the first system core processing unit fails, and the first system core processing unit withdraws car control right, applies emergency braking to stop, and enters a dead halt state.
23. The control method of a multisystem compatible train control device according to any one of claims 14 to 22, comprising:
the control right switching of the first system core processing unit and the second system core processing unit is realized through operating the human-computer interface unit; and/or
And according to the grade switching command received by the ground equipment, automatically realizing the switching of the control right of the first system core processing unit and the second system core processing unit by the first system core processing unit.
24. The method for controlling a multisystem-compatible, column-controlled, vehicle-mounted device according to any one of claims 14 to 22,
the ground line comprises a first standard region and a second standard region, a first standard and second standard overlapping region is arranged in the adjacent region of the first standard region and the second standard region, and first standard ground equipment and second standard ground equipment are simultaneously arranged in the overlapping region;
the control method comprises the following steps:
in the overlapping area, the first system core processing unit receives the ground information of the ground equipment of the first system, and the second system core processing unit receives the ground information of the ground equipment of the second system;
The ground equipment in the overlapping area can send a grade switching command, and the vehicle-mounted equipment realizes the switching of the control right according to the grade switching command.
25. The method for controlling a multisystem-compatible, column-controlled, vehicle-mounted device according to any one of claims 14 to 22,
the ground line comprises a first standard region and a second standard region, a second standard forecast region and a first standard forecast region are respectively arranged in adjacent regions of the first standard region and the second standard region, the first standard ground equipment and the second standard ground equipment are connected, and ground information of at least one braking distance of the other side can be obtained;
the control method comprises the following steps:
before a train enters a second system area from a first system area, the first system ground equipment transmits ground information of the second system area acquired from second system ground equipment to vehicle-mounted equipment after passing through the second system forecast area;
the vehicle-mounted equipment determines the speed of the train according to the ground information of the first standard region and the ground information of the second standard region, and performs control right switching on the boundary between the first standard region and the second standard region, so that the second system core processing unit controls the train and controls the train to run without stopping across the region; and/or
Before a train enters a first system area from a second system area, passing through the first system forecast area, the second system ground equipment sends the ground information of the first system area acquired from the first system ground equipment to the vehicle-mounted equipment;
the vehicle-mounted equipment determines the speed of the train according to the ground information of the second standard area and the ground information of the first standard area, and performs control right switching on the boundary between the first standard area and the second standard area, so that the first system core processing unit controls the train and controls the train to run without stopping and crossing the area.
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| CN113879361A (en) * | 2021-09-28 | 2022-01-04 | 通号城市轨道交通技术有限公司 | Train control device and method and train |
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