CN102514601B - Train tracking interval real-time early warning system based on CTC (central traffic control) and early warning method - Google Patents

Train tracking interval real-time early warning system based on CTC (central traffic control) and early warning method Download PDF

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CN102514601B
CN102514601B CN201110436231.3A CN201110436231A CN102514601B CN 102514601 B CN102514601 B CN 102514601B CN 201110436231 A CN201110436231 A CN 201110436231A CN 102514601 B CN102514601 B CN 102514601B
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train
running
wireless
demoder
integrated information
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CN201110436231.3A
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CN102514601A (en
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王俊峰
王婉蓉
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北京交通大学
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Abstract

The invention discloses a train tracking interval real-time early warning system based on CTC (central traffic control) and an early warning method, which belong to the field of high-speed train safety control technology. A dispatching center subsystem early warning server of the system consists of an early warning server and a dispatching command output unit, an application server of the dispatching center subsystem consists of a train number tracking unit and a wireless checking unit, vehicular equipment comprises a wireless train number vehicular encoder, and the system comprises a wireless train number decoder. The method includes acquiring a train number from decoded train comprehensive information by the aid of the wireless checking unit, comparing the acquired train number with a train number obtained by the train number tracking unit, and acquiring an accurate and reliable train number; and computing tracking intervals of a train by the aid of the early warning server, and controlling the dispatching command output unit to output control instruction according to a computation result. The train tracking interval real-time early warning system based on CTC and the early warning method form double channels with an ATP (automatic train protection) computation tracking interval method, a monitoring effect for a train tracking interval ATP control effect is realized, and integral safety of a train control system is improved.

Description

Train tracking interval real-time early warning system and method for early warning based on CTC
Technical field
The invention belongs to high speed train safety control technology field, relate in particular to a kind of train tracking interval real-time early warning system and method for early warning based on CTC.
Background technology
Train from overtaking collision and overrunning of signal accident often occur, in state-owned, also have abroad.And this type of accident is in whole railway accidents, occupies higher proportion.
The train from overtaking collision and the overrunning of signal accident that occur in China comprise:
On July 23rd, 2011, Beijing Nankai moved between Wen Xian Yongjia, river in Zhejiang Province to south, Wenzhou toward D301 the motor train unit train of Foochow, left for D3115 the motor train unit train generation rear-end collision in south, Foochow with the Hangzhou moving ahead.Accident causes 72 people's death, and more than 210 people are injured.
K127 passenger train that on July 31st, 2005, Changchun was left in Xi'an knocks into the back with 33219 freight train that move ahead, and causes 5 joint passenger vehicles to derail, 6 people's death, and 30 people are injured.
On July 10th, 1993,163 passenger trains in Chengdu are left in Beijing, move between the battalion of Nan Chang to seven li, Beijing-Guangzhou Railway Xinxiang, and No. 2011 the lorry generation rear-end collisions with moving ahead, cause 40 people's death, and 48 people are injured.
On December 7th, 1971, there are the great train operation accident bumping against in hot pursuit, dead 14 people, wound 22 people in 451 suburbs passenger trains and station, No. 837 lorry wide line coloured glaze rivers in Beijing.
Similar railway accident occurs abroad to be comprised:
On November 30th, 2007, a row passenger vehicle and another row lorry, in Chicago,U.S generation rear-end collision, cause at least 5 people's severe injuries, tens of people's slight wound.
On July 13rd, 2005, row rest near the train Pakistani southern Ge Teji of Sindh province by another train from overtaking collision, are knocked after causing several sections of compartments to overstep the limit by the 3rd row passenger vehicle on another article of track, cause more compartment to overstep the limit.Accident causes 150 people's death, and approximately 1000 people are injured.
Below only enumerated part representative accident, obviously train from overtaking collision and the accident that advances rashly, be ubiquitous problem in world's railway operation.Only have this problem effectively to be solved, train operating safety is just guaranteed, and this point is particularly important to high speed railway.Prevent train from overtaking collision and overrunning of signal accident, will guarantee exactly safety distance between safe tracking interval between train and train and train and inhibit signal machine.Under signalling set failure condition, dispatch control and ATP (Automatic Train Protection System, train AOD Automatic Overdrive protective system) can the fail safe design of signalling set bring into play due effect, can control Train Stopping and guarantee train safe tracking interval, be a major issue.According to each department train accident situation analysis, rely on ATP to be difficult to guarantee train safe tracking interval completely, particularly all the more so in the time there is the abnormal conditions such as ATP fault.In the above-mentioned railway accident of enumerating, although ATP overspeed protection or other watch-dog have also been installed when thing train, still fail to avoid the generation of rear-end collision.
China's high ferro signal system comprises train control system (CTCS), interlock system (CBI), centralized traffic control (CTC, Central Traffic Control) three subsystems, and some signal ancillary systems, as: signal microcomputer monitoring system (MMS), row control dynamic monitoring system (DMS), traffic order wireless transmitting system, power-supply system etc.At present, China Railway High-speed adopts CTCS-2 and two kinds of train control systems of CTCS-3.CTCS-2 is applicable to control the train of speed per hour 200km/h~250km/h circuit, and CTCS-3 is applicable to control the train of speed per hour 350km/h and Above Transmission Lines.Tracking interval is the minimum separation distances that can guarantee between the comfortable driving of driver and the driving of following train front and back.Tracking interval directly affects train carrying capacity and safe in operation.The principal element that determines train tracking interval comprises: the additional distance of train traveling in driver's acknowledgment signal and row control equipment strain time, train full application of brake distance, there is the safety precaution distance of error in equipment and operator, the comfortable driving distance of driver, train length, station turnout speed limit, station throat length, the time is handled in station operation, effective length of station track etc.
Prevent train from overtaking collision and overrunning of signal, the spacing distance before and after must guaranteeing between driving and the distance between train and inhibit signal are greater than the personal distance of train operation.
In high ferro signal system, the essentiality of design CTC tracking interval super-limit prewarning comprises the following aspects:
(1) high ferro signal system is the integrated of various signalling sets and subsystem and accessory equipment thereof.The system integration is one of high ferro signal gordian technique, is directly connected to the safety of system.Train control system functional requirement standard (FRS), system requirements standard (SRS) and system interface standard (FIS) are the Main Basiss that carries out the system integration.The integrated interfacing laying particular emphasis between distinct device or system of current high ferro signal system, and the signalling set of unlike signal manufacturer interconnecting in the time of construction system.Because these signalling sets and subsystem are that different times is developed and is added in signal system, so the signal system forming on this basis, non-once, according to system engineering theory unit design, is difficult to bring into play the advantage of overall system and system level.This simple superposition formula integrated lacks data sharing and fusion in system, lacks supervision and early warning mutually between each subsystem, lacks the equipment complex utilizations such as newly-increased radio communication and responser, lacks the overall planning of realizing " fail safe " in system level.
(2), in existing train control system, only carry out the control of train tracking interval and speed control by ATP.Due to signalling set fault, acquisition of signal and error of transmission, various interference etc., produce wrong row control data, cause ATP sometimes cannot calculate or calculate train tracking interval and the safe stopping distance of rear output error, directly affect traffic safety.ATP calculates alone and exports control command, is not subjected to supervision, and very easily causes train operation accident.Particularly, under abnormal condition, there is uncertain and safety hazard with output control command in the calculating of ATP.
Therefore it is necessary, setting up another passage supervision ATP control.
(3) complete train operation monitoring by Train Dispatching personnel and have limitation.Train Dispatching personnel need apply formulation that CTC centralized traffic control system realizes route plan and assign, train route is handled, shunting service is handled, traffic order is issued, the operation such as sending and receiving car under signalling set centralized control, maintenance of equipment scheduling, meet an urgent need train traffic control, abnormal condition.In addition, dispatcher need to supervise train operation and the signalling set situations such as train tracking, train position and speed, signal condition, train route, section blocked by CTC giant-screen and telltale.Along with the development of China's high ferro, high speed train quantity is on the increase (Jing-Hu Railway has 72 pairs of cars); Train speed is fast and signalling set is many; The displaying contents of read-out need to switch to be browsed; The reasons such as the visual fatigue that inadequate, the long-time supervision of dispatcher's speed of response causes in addition, have determined that it is unpractical completing supervision of train running by people.It is inevitable choice that employing equipment supervision train is followed the trail of operation replacement dispatcher manual oversight.
CTC centralized traffic control system is that control center (dispatcher) carries out centralized control to the signalling set in a certain section, the technical equipment that train operation is directly commanded, managed.CTC system is to combine computer technology, the network communications technology and modern control technology, adopts the intelligent self-discipline principle of design that disperses, and centered by plan of adjusting train operation control, takes into account supermatic dispatching and command system of train and shunting service.CTC centralized traffic control is made up of network subsystem three parts between control center's subsystem, train station subsystem and control center and station and station, as shown in Figure 1.
Control center's subsystem is the core of CTC, is made up of central machine room and each dispatching desk application terminal.Central machine room equipment comprises: database server, application server, the communication server, log server, network communication equipment, network management workstation, system maintenance work station.Dispatching desk application terminal comprises: row are adjusted workstation, helped and adjust workstation, comprehensive maintenance workstation, demonstration wall, scheduler's workstation, duty director's workstation, training station and back-up job station etc.
Wherein, database server is for store various kinds of data and operating record.
Application server, for adjustment and data storage and the data exchange of running chart, is responsible for providing driving expression information, train marshalling list information, running number trace information, train report dot information etc. to all application workstations, and is saved in database server.
Communication front server is for the information exchange between control center and train station subsystem.
Show that wall system is used for showing the information such as station, station field operation situation and train running of section situation.
Network management workstation, for network management, has diagnostic alarms function, and the information such as information flow-rate and network connection of network topological diagram state, passage is provided.
System maintenance work station is mainly used in system setting, debugging and technical support; Having system operation situation monitors and remote maintenance functions.
Dispatcher's workstation is mainly realized the function of train operation position in monitoring administrative area segment limit, commander's train operation: manually work out and adjust the assigning of train operation plan, traffic order, with adjacent sections dispatcher workstation exchange message.
Assistant dispatcher's workstation is mainly realized the functions such as shunting operation plan establishment, adjustment and the commander at unmanned station.Realize that control center's artificial route operation is controlled, obturation is handled, the unusual function such as processing.
Comprehensive maintenance workstation is mainly used in that equipment daily attention, skylight are repaiied, the stepping on to write off and check-in of construction and fault handling aspect, and has the temporary speed limitation of setting, the functions such as interval, station track blockade.
Duty director's workstation is mainly realized the function that running information shows, assigns traffic order, inquiry plan of adjusting train operation and train grapher.
Train station subsystem major equipment comprises: station autonomous controlling machine, car business terminal, comprehensive maintenance terminal, electricity business maintenance terminal, the network equipment, mains connection set, thunder resisting equipment, interlock system interface device and wireless system interface equipment etc.
Station autonomous controlling machine is the key equipment of CTC centralized traffic control, should meet following functions requirement: plan of adjusting train operation, direct control instruction and the instruction of Platform attendant direct control that should be able to receiving scheduling center, after testing without send to station interlocking system to carry out after conflict in good time; Should be able to receive in real time signaling at stations equipment state and represent information, carry out train number number and follow the tracks of, collect driving operation real data, and be uploaded to control center; Should be able to grasp the situation of station interlocking system to route command execution, and according to feedback information, relevant route be carried out to necessary adjustment; Should be able to receive real-world operation figure and the status information of equipment at adjacent each two stations.
Car business terminal meets the demand of operation, Presentation Function.The content such as real-world operation figure, plan of adjusting train operation that shows our station and adjacent each two stations with diagrammatic form possesses adjacent each two station inter-station transparence functions simultaneously; The function such as automatically generate our station driving daily record, complete that traffic order is signed for.The car business terminal at computer interlock station can realize two-in-one setting with the aobvious operating terminal of interlocking control.Can show running information, wireless running number check information, traffic order; Under unusual station control mode, possess all interlocked operations, Presentation Function.
Network subsystem is the bridge of control center's subsystem and train station subsystem contact, forms dicyclo self-healing network by network communication equipment and transmission path, adopts the modes such as roundabout, ring-type, redundancy to improve its reliability.
Summary of the invention
The object of the invention is to, a kind of train tracking interval real-time early warning system and method for early warning are provided, form monitoring binary channel with existing ATP train tracking interval control, in the time of ATP breakdown of equipment or output error message, guarantee the safe in operation of train.
To achieve these goals, technical scheme provided by the invention is, a train tracking interval real-time early warning system based on CTC, including control center's subsystem, train station subsystem, for the mobile unit of the train integrated information comprising running number being provided to train station subsystem and connecting the network of control center's subsystem and train station subsystem; Wherein, control center's subsystem comprises the application server for receiving and store the train integrated information that train station subsystem or mobile unit provide, train station subsystem comprises the station autonomous controlling machine of the concentrated station function of operation dispatching, mobile unit comprises the train safe informix monitoring device for gathering the train integrated information that contains running number, it is characterized in that, described application server comprises running number tracking cell and wireless check unit, and running number tracking cell is connected with wireless check unit;
Described control center subsystem comprises Warning Service device and traffic order output unit, and Warning Service device and traffic order output unit access network respectively;
Described mobile unit comprises the vehicle-mounted coder of wireless running number, and the vehicle-mounted coder of wireless running number is connected with train safe informix monitoring device;
Described train tracking interval real-time early warning system comprises wireless running number demoder, and described wireless running number demoder is connected with the vehicle-mounted coder of wireless running number;
Described running number tracking cell is used for the real time data of acquisition trajectory circuit and signal, and the line parameter circuit value of train route information and storage is processed, thereby obtains train number number;
Described wireless check unit compares for the running number of train integrated information that the train number obtaining from running number tracking cell number and mobile unit are provided, train number number after being checked sends to Warning Service device by the train integrated information that contains train number after check number and the line description information of application server for storage simultaneously;
Described Warning Service device is for calculating train tracking interval according to the train integrated information and the line description information that contain train number after check number, and in the time that train tracking interval transfinites, Control and Schedule order output unit output control command;
Described traffic order output unit, for export control command under the control of Warning Service device, is controlled train deceleration or parking;
The vehicle-mounted coder of described wireless running number is for obtaining the train integrated information of train safe informix monitoring device collection and encoding; Also for the train integrated information after coding is sent to wireless running number demoder;
The train integrated information of described wireless running number demoder for decoding after described coding, and be sent to wireless check unit.
Described train integrated information comprises running number, engine number, train speed, train position, gross weight, meter length and a number.
The wireless running number control center demoder of the wireless running number station demoder that described wireless running number demoder is train station subsystem or control center's subsystem.
The wireless running number station demoder of described train station subsystem is connected with station autonomous controlling machine.
The wireless running number control center demoder of described control center subsystem accesses network.
A train tracking interval real time early warning method based on CTC, is characterized in that, described method comprises:
Step 1: the vehicle-mounted coder of wireless running number obtains the train integrated information of train safe informix monitoring device collection and encodes, sends to wireless running number demoder by the train integrated information after coding afterwards;
Step 2: the train integrated information decoding of wireless running number demoder after to described coding is also sent to wireless check unit by decoded train integrated information;
Step 3: wireless check unit extracts train number number from decoded train integrated information, and obtain train number number with running number tracking cell and compare, train number number after being checked sends to Warning Service device by the train integrated information that contains train number after check number and the line description information of application server for storage simultaneously;
Step 4: Warning Service device calculates train tracking interval according to the train integrated information and the line description information that contain train number after check number, and according to result of calculation Control and Schedule order output unit output control command.
Described train integrated information comprises running number, engine number, train speed, train position, gross weight, meter length and a number.
Described Warning Service device calculates train tracking interval according to the train integrated information that contains train number after check number and line description information and specifically utilizes formula L x=(t fj+ t 0) v 0/ 3.6+l z+ l f+ l bl+ l c+ l s;
Wherein, L xCTCfor train tracking interval;
T fjfor additional delay, comprise that signal system strain time and driver confirm the time of target range and velocity variations;
T 0for carrying out early warning output time, comprise that dispatcher contacts driver's time and the time of driver's action;
V 0for following train rate of onset;
L zfor the braking mode curve zone length of vehicle-mounted train AOD Automatic Overdrive protective system formation;
L ffor train safe protection distance;
L blfor block section length;
L cfor train length;
L sfor the comfortable driving additional length of driver.
The wireless running number control center demoder of the wireless running number station demoder that described wireless running number demoder is train station subsystem or control center's subsystem.
In the time of the demoder of wireless running number demoder is train station subsystem wireless running number station, described wireless running number demoder is sent to wireless check unit specifically by decoded train integrated information, wireless running number demoder is first sent to decoded train integrated information station group rule machine, then by network, decoded train integrated information is sent to wireless check unit by station autonomous controlling machine.
The present invention and ATP calculate tracking interval and structurally form binary channel, play the supervisory role of ATP being controlled to train tracking interval, the safety that has improved train control system entirety.
Accompanying drawing explanation
Fig. 1 is existing CTC system architecture schematic diagram;
Fig. 2 is the train tracking interval real-time early warning system architecture schematic diagram based on CTC;
Fig. 3 is that ATP and CTC tracking interval are calculated schematic diagram;
Fig. 4 is ATP and CTC tracking interval method of calculating contrast figure;
Fig. 5 is the CTC tracking interval early warning distance data synopsis that different lines vehicle speed is corresponding;
Fig. 6 is the train tracking interval real time early warning method diagram of circuit based on CTC;
Fig. 7 is ATP and CTC tracking interval computing hardware reliability model schematic diagram.
The specific embodiment
Below in conjunction with accompanying drawing, preferred exemplifying embodiment is elaborated.Should be emphasized that, following explanation is only exemplary, rather than in order to limit the scope of the invention and to apply.
Fig. 2 is the train tracking interval real-time early warning system architecture schematic diagram based on CTC.In Fig. 2, train tracking interval real-time early warning system based on CTC, including existing control center's subsystem, train station subsystem, for the mobile unit of the train integrated information comprising running number being provided to train station subsystem and connecting the network of control center's subsystem and train station subsystem.Wherein, control center's subsystem comprises the application server for receiving and store the train integrated information that train station subsystem or mobile unit provide, train station subsystem comprises the station autonomous controlling machine of the concentrated station function of operation dispatching, and mobile unit is including the train safe informix monitoring device for gathering the train integrated information comprising running number.
Application server comprises running number tracking cell and wireless check unit, and running number tracking cell is connected with wireless check unit.Control center's subsystem comprises Warning Service device and traffic order output unit, and Warning Service device and traffic order output unit access network respectively.Mobile unit comprises the vehicle-mounted coder of wireless running number, and the vehicle-mounted coder of wireless running number is connected with train safe informix monitoring device.Train tracking interval real-time early warning system also comprises wireless running number demoder, and wireless running number demoder is connected with the vehicle-mounted coder of wireless running number.
Running number tracking cell is used for the real time data of acquisition trajectory circuit and signal, and the line parameter circuit value of train route information and storage is processed, thereby obtains train number number.
Wireless check unit compares for the train number number of train integrated information that the train number obtaining from running number tracking cell number and mobile unit are provided, train number number accurately and reliably after being checked sends to Warning Service device by the train integrated information that contains train number after check number and the line description information of application server for storage simultaneously.
Warning Service device is for calculating train tracking interval according to the train integrated information and the line description information that contain train number after check number, and in the time that train tracking interval transfinites, Control and Schedule order output unit output control command.
Traffic order output unit, for export control command under the control of Warning Service device, is controlled train deceleration or parking.
The vehicle-mounted coder of wireless running number is for obtaining the train integrated information of train safe informix monitoring device collection and encoding, also for the train integrated information after coding is sent to wireless running number demoder.
The train integrated information of wireless running number demoder for decoding after described coding, and be sent to wireless check unit.
Above-mentioned train integrated information comprises running number, engine number, train speed, train position, gross weight, meter length and a number.
The wireless running number control center demoder of the wireless running number station demoder that wireless running number demoder is train station subsystem or control center's subsystem.The wireless running number station demoder of train station subsystem is connected with station autonomous controlling machine.The wireless running number control center demoder of control center's subsystem accesses network.
CTC system has been collected Train Dispatching, interlocking, row control core data, can meet train tracking interval calculation requirement.CTC system is the upper system of interlocking and row control, can directly command and control station and Block signaling equipment and train.Take CTC as carrier, train is control object completely, and it is feasible setting up system-level real-time train tracking interval and stopping distance super-limit prewarning supervision pattern.
Running number is the key that realizes the method, follows the trail of and the correctness of wireless check System Assurance running number by running number.The information bindings such as train number number and train position and speed, train position is by vehicle-mounted responser and axle head pulse transducer and ground rail circuit is dual determines.
CTC tracking interval forewarn system obtains the train integrated informations such as running number, engine number, running velocity, train position, gross weight, meter length and a number of front and back following train from running number system, be aided with stored line parameter circuit value, adopt traction method of calculating to calculate in real time adjacent train according to running chart and whether meet the shortest tracking interval of train or safe stopping distance.
The object point of ATP train control system calculating permissible velocity is the arrival end of the shared block section of train, front relatively, the object point that CTC tracking interval forewarn system calculates is front train tail end, and can obtain velocity information and the acceleration information of front truck, computation process is equal to calculates train supervision instruction in movable block, result of calculation is more accurate, more credible, as Fig. 3.
Train operation adopts following formula apart from calculating:
ds = 1000 · ( 1 + r ) · ( v 2 2 - v 1 2 ) 25.92 · g · c - - - ( 1 )
dt = 1000 · ( 1 + r ) · ( v 2 2 - v 1 2 ) 3.6 · g · c - - - ( 2 )
Wherein:
Ds and dt are respectively by speed v 1change to v 2range ability increment and time of run increment;
C is that unit makes a concerted effort, and unit is (N/kN);
R is rotary mass coefficient, i.e. the ratio of train rotating mass and train total mass, and for introducing and all kinds motor train unit of production domesticization, rotary mass coefficient r value difference, therefore calculate according to the actual numerical value providing;
G is acceleration due to gravity 9.81m/s 2.
The c that makes a concerted effort of unit in formula (1) and (2) will consider the resistances such as train running resistance, ramp, curve, train running resistance calculates according to the formula of various train running resistances, and ramp and curve resistance are calculated by existing " train traction calculating rules " regulation temporarily.
The multiple brake mode integrated application of the general employing of braking of motor train unit, motor train unit braking characteristics data at present, the braking force of motor train unit under friction speed is not directly provided, and some parameter in braking Distance Calculation formula cannot be determined, can not apply mechanically existing braking Distance Calculation formula.Calculate motor train unit stopping distance L zcan only be according to braking deceleration a z, the formula of application uniform variable motion solves.
L z = L k + L e = v 0 · t k 3.6 + 0.0386 Σ v 1 2 - v 2 2 a z - - - ( 3 )
a z = ( b + w 0 + i j ) · g · 10 - 3 1 + γ - - - ( 4 )
Wherein: L kfor brake empty distance travelled (m), L efor active braking distance (m), v 0for initial speed of braking (km/h), t kfor empty travel time (s), b is unit system power (N/kN), w 0for unit operation basic resistance (N/kN), i junit gradient resistance (containing curve conversion) (N/kN).
ATP adopts target range-velocity curve pattern monitoring train operation, on Fig. 3.ATP can, according to mobile authorization, line description information, temporary speed limitation and Train Parameters 4 class row control data, calculate train permissible velocity and form train target range-speed monitoring curve.When train real-world operation speed is greater than permissible velocity, exceed monitoring curve, ATP will trigger braking, force train deceleration.
The object point of following train ATP1 is the arrival end T of the shared block section of train of moving ahead, i.e. mobile authorization point, target range be from T point starts to reserve backward safety precaution distance with the distance of train front end.
In order to guarantee driver's normal driving train, train is the distance L XATP between two cars before and after interval tracking interval is, comprising: train vehicle commander, block section length, safety precaution distance, train braking distance, driver confirm and device action time delay train distance travelled.
L XATP=t fj·v 0/3.6+l z+l f+l bl+l c+l s?????(5)
Wherein, t fj: comprise the time (s) that signal system strain time and driver confirm target range and velocity variations, v 0: following train rate of onset (km/h), l z: the braking mode curve zone length (m) that vehicle-mounted ATP forms, lx: train safe protection distance (m), l bl: block section length (m), l c: train length (m), l s: the comfortable driving additional length of driver (m).
l s = v 0 · l bl 350 - - - ( 6 )
If train is followed the trail of operation at the end that enters the station, departures ends, while calculating tracking interval, should consider that the train that route operation time delay causes is handled at station distance travelled.
CTC calculates the difference of tracking interval and ATP: the data of CTC calculating tracking interval are from train, and the data of ATP are from wayside equipment track circuit, responser, station train control center (TCC) or radio block center (RBC).CTC knows position and the speed of all trains completely, and ATP only knows position and the speed of oneself.The object point that CTC follows the trail of is the afterbody of train of moving ahead, and the object point that ATP follows the trail of is the top of the shared track circuit of train of moving ahead.Therefore, CTC calculates tracking interval can, according to movable block processing, can not consider block section length, and this is also that the efficiency of movable block is higher than the reason of fixed automatic block.CTC computation interval tracking interval distance, as shown in Figure 4.Its computing formula is:
L XCTC=t fj.v 0/3.6+l z+l f+l c+l s?????(7)
Service braking modeling curve and emergency braking modeling curve, take manual control as prerequisite, in the time calculating 350km/h high speed train spacing distance, the technical parameter adopting is as follows:
(1) braking ratio of service braking curve adopts 0.8, and when emergency braking, braking ratio gets 1.0, and the braking ratio that enters the station adopts 0.5;
(2) the pure air emergency stopping distance of 350km/h high speed train is in 5.5km;
(3) block section length is 2000m;
(4) unit of high speed train operation basic resistance (unit: N/kN) formula is ω 0=0.62+0.0082v+0.00014v 2;
(5) train emergency braking and service braking idling braking time are respectively 2.0s and 1.5s;
(6) train total mass is 960t, marshalling several 16, the 410m of train length;
(7) train modeling curve braking deceleration adopts 0.8m/s;
(8) on level line, the mean deceleration of train adopts 0.6m/s;
(9) locomotive velocity measuring, range error are 2%, 60m, interval 110m in train safe protection distance maximum occurrences station;
(10) control under preferential driving model people, additional period t=4.3 (idle inspection)+1.0 (mobile unit strain time)+6.0, (Lie Kong center strain time)+3.6 (driver's acknowledgment signal time)=14.9s, round up as 15.0s;
(11) production time t:4.3 (idle check)+3.0 (release delay)+3.0 (CTC confirmation)+13.0 (handling the route)=23.3s that dispatch a car, round up as 24.0s;
(12) arrive go out=3.0 (release delay)+3.0 (CTC confirmation)+13.0 (handling route)+4.3 (track circuit reaction time)+3.6 of production time t (terrestrial transmission is to vehicle-mounted)=26.9s, round up as 27.0S.
When train moves on level tangent track, do not consider additional resistance due to grade, will in parameter substitution (3) (4) (5) (6) (8) formula, calculate train interval tracking interval distance as shown in Figure 5.
The above analysis, the present invention has provided the train tracking interval real time early warning method based on CTC, as shown in Figure 6, comprising:
Step 1: the vehicle-mounted coder of wireless running number obtains the train integrated information of train safe informix monitoring device collection and encodes, sends to wireless running number demoder by the train integrated information after coding afterwards.Wherein, train integrated information comprises running number, engine number, train speed, train position, gross weight, meter length and a number.
Step 2: the train integrated information decoding of wireless running number demoder after to described coding is also sent to wireless check unit by decoded train integrated information.
Step 3: wireless check unit extracts train number number from decoded train integrated information, and obtain train number number with running number tracking cell and compare, train number number after being checked sends to Warning Service device by the train integrated information that contains train number after check number and the line description information of application server for storage simultaneously.
Step 4: Warning Service device calculates train tracking interval according to the train integrated information and the line description information that contain train number after check number, and according to result of calculation Control and Schedule order output unit output control command.
CTC tracking interval early warning output should be greater than the tracking interval of ATP calculating and the distance of early warning output execution train traveling, uses L xrepresent.Early warning output should be greater than the minimum tracking interval of ATP, should leave the early warning execution time.Therefore, Warning Service device calculates train tracking interval according to the train integrated information that contains train number after check number and line description information and specifically utilizes formula
L x=(t fj+t 0)·v 0/3.6+l z+l f+l bl+l c+l s
Wherein, L xfor train tracking interval, t fjfor additional delay, comprise that signal system strain time and driver confirm the time of target range and velocity variations, t 0for carrying out early warning output time, comprise that dispatcher contacts driver's time and the time of driver's action, initial setting is 20 seconds, v 0for following train rate of onset, l zfor the braking mode curve zone length that vehicle-mounted train AOD Automatic Overdrive protective system forms, l ffor train safe protection distance, l blfor block section length, l cfor train length, l sfor the comfortable driving additional length of driver.
When CTC calculates any two car tracking interval distance L xsatisfied apart from S with this two cars actual interval: L x> S and v 0when>=45km/h, output early warning also starts execution; Work as v 0when < 45km/h, only export early warning.Calculating L xtime, in calling graph 5 data procedures, should consider the variation of the train tracking interval distance causing due to factors such as line slope, curve, tunnels.Dispatcher obtains, after early warning signal, confirming.Afterwards, by GSM-R dispatcher telephone system or traffic order contact driver, order its deceleration or parking.The object of CTC early warning is whether to meet safe stopping distance in order to supervise train interval or the train controlled by ATP to the distance of object point, the train operating safety when particularly guaranteeing when ATP fault or calculating tracking interval mistake.Replace manually (dispatcher) supervision security status of train completely with this by equipment, alleviate dispatcher's labour intensity.
The wireless running number control center demoder of the wireless running number station demoder that wireless running number demoder is train station subsystem or control center's subsystem.In the time of the demoder of wireless running number demoder is train station subsystem wireless running number station, described wireless running number demoder is sent to wireless check unit specifically by decoded train integrated information, wireless running number demoder is first sent to decoded train integrated information station group rule machine, then by network, decoded train integrated information is sent to wireless check unit by station autonomous controlling machine.
CTC tracking interval forewarn system calculates tracking interval and ATP calculating tracking interval structurally forms binary channel, and the supervisory role of ATP being controlled to train tracking interval, the safety that has improved train control system entirety are played in CTC early warning.The safety of CTC tracking interval early warning can be considered from the following aspects:
(1) CTC train is followed the trail of early warning has improved train control system safety from system level.CTC is connected with interlock system and train control system, is the commanding and decision-making layer of railway signal.
(2) CTC calculates the tracking interval between train completely, the tracking interval that ATP only calculates following train and moves ahead between train.CTC compared with the information of ATP grasp train more comprehensively.
(3) CTC and ATP binary channel are calculated train tracking interval, the control of CTC supervision ATP to train.Realize train is built to a double insurance of controlling.
(4) data that CTC calculates tracking interval from ATP are from different channels, and two cover computation processes are independent, can avoid altogether because of mistake.
(5) CTC train is followed the trail of early warning and has been realized system-level malfunction-safety.Form complementation, the safety that jointly improves system with signalling set layer " fail safe ".
Below CTC tracking interval early warning reliability is assessed.The safety of system is ensured by reliability.System is at defined terms and specific time, and the ability that completes predetermined function is called system reliability.Reliability index that can maintenance system is mainly contained: fiduciary level R (t), available rate A (t), system mean time between failures (MTBF) MTBF (Mean Time Between Failure), system mean time to repair MTTR (Mean Time To Repair) etc.
MTBF = &Integral; 0 + &infin; R ( t ) dt - - - ( 9 )
Application Markov process is described a repairable system and can be derived:
N same parts series connection
MTBF = 1 N&lambda; - - - ( 10 )
Two not same parts parallel connections
MTBF &ap; &mu; 1 &mu; 2 &lambda; 1 &lambda; 2 ( &mu; 1 + &mu; 2 ) - - - ( 11 )
Calculate below in conjunction with Beijing-Shanghai High-Speed Railway.Every day started 27 pairs of motor train unit by Beijing-Shanghai express railway, and ATP and CTC tracking interval computing hardware reliability model, as Fig. 6.CT represents the train data collection that every train is installed and the wireless module transmitting to CTC.
N=54 in model, because ATP equipment reaches SIL4, has:
MTBF=1.0 × 10 of ATP 9be λ=1.0 × 10 -9
The MTTR=0.1h of ATP is μ=10
The reliability of CT unit is low compared with ATP, reaches SIL2:
MTBF=1.0 × 10 of CT 7be λ=1.0 × 10 -7
The MTTR=4h of CT is μ=0.25
These data substitution formula (10) are obtained:
ATP1, ATP2 ..., when ATP54 series connection,
λ 1=5.4×10 -8,μ 1=10
MTBF=1.85×10 7
CT1, CT2 ... when CT54 series connection,
λ 2=5.4×10 -6,μ 2=0.25
MTBF=1.85×10 5
These data substitution formula (11) are obtained:
MTBF=8.364×10 11
Visible, after the early warning of use CTC tracking interval, the probability failure of system has reduced by 4.52 × 10 4doubly.
The above; only for the preferably specific embodiment of the present invention, but protection scope of the present invention is not limited to this, is anyly familiar with in technical scope that those skilled in the art disclose in the present invention; the variation that can expect easily or replacement, within all should being encompassed in protection scope of the present invention.Therefore, protection scope of the present invention should be as the criterion with the protection domain of claim.

Claims (9)

1. the train tracking interval real-time early warning system based on CTC, including control center's subsystem, train station subsystem, for the mobile unit of the train integrated information comprising running number being provided to train station subsystem and connecting the network of control center's subsystem and train station subsystem; Wherein, control center's subsystem comprises the application server for receiving and store the train integrated information that train station subsystem or mobile unit provide, train station subsystem comprises the station autonomous controlling machine of the concentrated station function of operation dispatching, mobile unit comprises the train safe informix monitoring device for gathering the train integrated information that contains running number, it is characterized in that, described application server comprises running number tracking cell and wireless check unit, and running number tracking cell is connected with wireless check unit;
Described control center subsystem comprises Warning Service device and traffic order output unit, and Warning Service device and traffic order output unit access network respectively;
Described mobile unit comprises the vehicle-mounted coder of wireless running number, and the vehicle-mounted coder of wireless running number is connected with train safe informix monitoring device;
Described train tracking interval real-time early warning system comprises wireless running number demoder, and described wireless running number demoder is connected with the vehicle-mounted coder of wireless running number;
Described running number tracking cell is used for the real time data of acquisition trajectory circuit and signal, and the line parameter circuit value of train route information and storage is processed, thereby obtains train number number;
Described wireless check unit compares for the running number of train integrated information that the train number obtaining from running number tracking cell number and mobile unit are provided, train number number after being checked sends to Warning Service device by the train integrated information that contains train number after check number and the line description information of application server for storage simultaneously;
Described Warning Service device is for calculating train tracking interval according to the train integrated information and the line description information that contain train number after check number, and in the time that train tracking interval transfinites, Control and Schedule order output unit output control command;
The computing formula of described train tracking interval is L x=(t fj+ t 0) v 0/ 3.6+l z+ l f+ l bl+ l c+ l s;
Wherein, L xfor train tracking interval;
T fjfor additional delay, comprise that signal system strain time and driver confirm the time of target range and velocity variations;
T 0for carrying out early warning output time, comprise that dispatcher contacts driver's time and the time of driver's action;
V 0for following train rate of onset;
L zfor the braking mode curve zone length of vehicle-mounted train AOD Automatic Overdrive protective system formation;
L ffor train safe protection distance;
L blfor block section length;
L cfor train length;
L sfor the comfortable driving additional length of driver;
Described traffic order output unit, for export control command under the control of Warning Service device, is controlled train deceleration or parking;
The vehicle-mounted coder of described wireless running number is for obtaining the train integrated information of train safe informix monitoring device collection and encoding; Also for the train integrated information after coding is sent to wireless running number demoder;
The train integrated information of described wireless running number demoder for decoding after described coding, and be sent to wireless check unit.
2. system according to claim 1, is characterized in that, described train integrated information comprises running number, engine number, train speed, train position, gross weight, meter length and a number.
3. system according to claim 1 and 2, is characterized in that, the wireless running number control center demoder of the wireless running number station demoder that described wireless running number demoder is train station subsystem or control center's subsystem.
4. system according to claim 3, is characterized in that, the wireless running number station demoder of described train station subsystem is connected with station autonomous controlling machine.
5. system according to claim 3, is characterized in that, the wireless running number control center demoder of described control center subsystem accesses network.
6. the train tracking interval real time early warning method based on CTC, is characterized in that, described method comprises:
Step 1: the vehicle-mounted coder of wireless running number obtains the train integrated information of train safe informix monitoring device collection and encodes, sends to wireless running number demoder by the train integrated information after coding afterwards;
Step 2: the train integrated information decoding of wireless running number demoder after to described coding is also sent to wireless check unit by decoded train integrated information;
Step 3: wireless check unit extracts train number number from decoded train integrated information, and compare with the train number number that running number tracking cell obtains, train number number after being checked sends to Warning Service device by the train integrated information that contains train number after check number and the line description information of application server for storage simultaneously;
Step 4: Warning Service device calculates train tracking interval according to the train integrated information and the line description information that contain train number after check number, and according to result of calculation Control and Schedule order output unit output control command;
Described Warning Service device calculates train tracking interval according to the train integrated information that contains train number after check number and line description information and specifically utilizes formula L x=(t fj+ t 0) v 0/ 3.6+l z+ l f+ l bl+ l c+ l s;
Wherein, L xfor train tracking interval;
T fjfor additional delay, comprise that signal system strain time and driver confirm the time of target range and velocity variations;
T 0for carrying out early warning output time, comprise that dispatcher contacts driver's time and the time of driver's action;
V 0for following train rate of onset;
L zfor the braking mode curve zone length of vehicle-mounted train AOD Automatic Overdrive protective system formation;
L ffor train safe protection distance;
L blfor block section length;
L cfor train length;
L sfor the comfortable driving additional length of driver.
7. method according to claim 6, is characterized in that, described train integrated information comprises running number, engine number, train speed, train position, gross weight, meter length and a number.
8. according to the method described in claim 6 or 7, it is characterized in that the wireless running number control center demoder of the wireless running number station demoder that described wireless running number demoder is train station subsystem or control center's subsystem.
9. method according to claim 8, it is characterized in that, in the time of the demoder of wireless running number demoder is train station subsystem wireless running number station, described wireless running number demoder is sent to wireless check unit specifically by decoded train integrated information, wireless running number demoder is first sent to decoded train integrated information station group rule machine, then by network, decoded train integrated information is sent to wireless check unit by station autonomous controlling machine.
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