CN102582609B - Train safety protective method for automatically adjusting braking force service factors of motor train unit - Google Patents

Train safety protective method for automatically adjusting braking force service factors of motor train unit Download PDF

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CN102582609B
CN102582609B CN201210056758.8A CN201210056758A CN102582609B CN 102582609 B CN102582609 B CN 102582609B CN 201210056758 A CN201210056758 A CN 201210056758A CN 102582609 B CN102582609 B CN 102582609B
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braking force
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train
atp
braking
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CN102582609A (en
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石先明
苏梅
李超
张敏慧
杜慎旭
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China Railway Siyuan Survey and Design Group Co Ltd
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Abstract

The invention relates to a train safety protective method for automatically adjusting braking force service factors of motor train unit, which includes: firstly, arranging a train braking force state monitor on each vehicle of the motor train unit to monitor braking force state of each vehicle in real time; and secondly, using a vehicular subsystem of a train overspeed protective system to receive braking force state information monitored by each vehicle braking force state monitor in real time through an extended information receiving interface or information receiving interface arranged independently, automatically adjusting braking force service factors and train maximum permitted operating speed value according to the information, using a specific arithmetic formula to calculate a train braking distance, and adjusting generated train speed-distance safety protective curves such as a common braking control curve, an emergency braking control curve, a permitted operating speed control curve and the like in real time to automatically realize safety protection in running of the trains so as to improve running safety of the motor train unit.

Description

The train safe means of defence of automatic regulation moving car group braking force coefficient of performance
Technical field
The invention belongs to railway and field of track traffic, it is a kind of safety protecting method that relates to motor train unit train operation, specifically after motor train unit part motor vehicle braking system fault, braking force are cut, the numerical value of the automatic regulating brake force coefficient of performance of train protection system and the highest permission running velocity of train, automatically train is carried out to safety precaution, avoid occurring overrunning of signal, hypervelocity and cause that train clashes into or the safety protecting method of capsizing case.And the present invention is when when only starting in the railway of motor train unit train or track traffic, even if there are 6 ‰ down ramps of surpassing in the external car direction train braking distance range of standing, also without taking to arrange the special safeguard procedures such as catch siding, succesisve route.
Background technology
On China railways motor train unit train, being all equipped with train protection system (is designated hereinafter simply as: ATP) onboard subsystem, ATP onboard subsystem employing speed-control curve (being designated hereinafter simply as protection curve) mode monitoring train operation apart from safety precaution.Its principle of work is: the factors such as braking force when the driving License Info that ATP onboard subsystem provides according to ATP ground subsystem, the place ahead circuit plane vertical section condition and speed limit requirement, train normal operation generate in real time full service braking and control curve, emergency braking control curve, allow the protection curves such as running velocity control curve, when train real-world operation speed has surpassed permission operation speed limit, ATP onboard subsystem meeting automatic alarm, prompting driver is slowed down; If train real-world operation speed has met or exceeded the speed limit of full service braking curve, ATP onboard subsystem can trigger full service braking automatically; If train real-world operation speed has met or exceeded the speed limit of emergency braking curve, ATP onboard subsystem can trigger emergency braking automatically, thereby reaches the object of safe operation.
The existing ATP onboard subsystem of China is calculated CRH series motor train unit stopping distance and is adopted following formula:
S z 1 = S k 1 + S e 1 = v 0 t k 3.6 + Σ 0.0386 ( v 1 2 - v 2 2 ) β · a + 0.0089 ( w 0 + i j ) (1)
In formula: S z1the braking full distance that-ATP calculates, unit: m;
S k1the sky that-ATP calculates is walked stopping distance, unit: m;
S e1the active braking distance that-ATP calculates, unit: m;
V 0-braking rate of onset, unit: km/h;
V 1, v 2-be respectively initial velocity and the end speed of speed interval, unit: km/h;
T k-motor train unit train idling braking time, unit: s, comprises ATP delay time, Braking System for Multiple Units delay time;
A-motor train unit train normal brake application deceleration/decel, unit: m/s 2, minute service braking and emergency braking;
β-braking force coefficient of performance, minute service braking and emergency braking, generally, service braking gets 0.9, and emergency braking gets 1.0;
W 0-motor train unit train Unit basic resistance, unit: N/KN;
I j-braking location the gradient thousand marks that add, go up a slope get on the occasion of, descending is got negative value;
And the stopping distance formula of CRH series motor train unit reality is as follows:
S z 2 = s k 2 + S e 2 = v 0 t k 3.6 + Σ 0.0386 ( v 1 2 - v 2 2 ) ( 1 - η ) · a + 0.0089 ( w 0 + i j ) (2)
In formula: S z2the actual braking of-motor train unit full distance, unit: m;
S k2the actual sky of-motor train unit is walked stopping distance, unit: m;
S e2the actual active braking distance of-motor train unit, unit: m;
η-braking force excision factor, it equals the vehicle fleet m of the actual excision of motor train unit braking force divided by the vehicle fleet N of this row motor train unit train,
η = m N ;
(1-η)-residue braking force factor;
Remaining variables is with (one) formula.
There are the following problems for existing ATP system: the motor train unit braking force coefficient of performance β in the protection curve that ATP onboard subsystem generates solidifies in advance, therefore the protection curve that, ATP onboard subsystem generates can not truly reflect the quality of motor train unit train braking force.When the part vehicle of motor train unit loses braking potential, the braking force of whole train declines.When being less than ATP onboard subsystem, the residue braking force factor (1-η) of train reality generates the motor train unit braking force coefficient of performance β that protection Curves adopts, and when train is in deceleration regime just at the right time, train braking process will slow down, train running speed declines just slack-off, the full service braking that just likely meets or exceeds ATP generation is controlled the speed limit of curve, trigger full service braking, also likely transfer afterwards emergency braking to, and stopping distance is longer than normal circumstances.When the place ahead object point is arrived in train operation, likely surpass define objective speed.If the place ahead object point is point station, train this stop signal that will advance rashly, existence may be clashed into the danger of the place ahead train; If the place ahead object point is the speed limit points such as track switch, there is because surpassing track switch isotactic fixed limit speed the danger that rollover may occur in train.Therefore there is critical defect aspect guarantee safe train operation in existing ATP system.
Summary of the invention
The object of the invention is to address the above problem, provide a kind of after motor train unit part motor vehicle braking system fault, braking force are cut, the numerical value of the automatic regulating brake force coefficient of performance of ATP onboard subsystem and the highest permission running velocity of train, the method for automatically train being carried out to safety precaution.
The present invention includes following steps:
(1), on each car of motor train unit train, vehicle braking force state monitor is set, the braking force state of each vehicle of Real-Time Monitoring;
(2), in ATP onboard subsystem configuration information receiving interface, this interface receives the braking force status information that each vehicle braking force state monitor monitors in real time;
(3), ATP onboard subsystem is according to the motor train unit braking force status information receiving and the train real-world operation speed monitoring, according to following formula (), calculate in real time train stopping distance, the various train speeds such as real-time generation full service braking control curve, emergency braking control curve-control curve apart from safety precaution, protect safe train operation:
S z 1 = S k 1 + S e 1 = v 0 t k 3.6 + Σ 0.0386 ( v 1 2 - v 2 2 ) β · a + 0.0089 ( w 0 + i j ) (1)
In formula: S z1the braking full distance that-ATP calculates, unit: m;
S k1the sky that-ATP calculates is walked stopping distance, unit: m;
S e1the active braking distance that-ATP calculates, unit: m;
V 0-braking rate of onset, unit: km/h;
V 1, v 2-be respectively initial velocity and the end speed of speed interval, unit: km/h;
T k-motor train unit train idling braking time, unit: s, comprises ATP delay time, Braking System for Multiple Units delay time;
A-motor train unit train normal brake application deceleration/decel, unit: m/s 2, minute service braking and emergency braking;
β-braking force coefficient of performance, the motor train unit train braking force status information that this numerical value is obtained according to step (2) by ATP onboard subsystem automatically adjusts;
W 0-motor train unit train Unit basic resistance, unit: N/KN;
I j-braking location the gradient thousand marks that add, go up a slope get on the occasion of, descending is got negative value;
(4), ATP onboard subsystem is according to the resulting vehicle braking force status information of step (2), regulating brake force coefficient of performance β value automatically in accordance with the following steps:
Each vehicle braking force that 1. ought monitor is all in normal condition, i.e., when m=0, and motor train unit normally moves by the complete monitoring mode of ATP, ATP onboard subsystem is set automatically
Figure BDA0000141014580000041
wherein, m represents the cut vehicle fleet actual value of braking force in row motor train unit, and N is the vehicle fleet of these row motor train unit;
The braking force that 2. ought monitor 1 car is cut, all the other vehicles are all in normal condition, i.e., when the complete monitoring mode that m=1, and motor train unit presses ATP continues operation, ATP onboard subsystem is set automatically
Figure BDA0000141014580000042
3. ought monitor and have that the braking force of 2 cars is cut, all the other vehicles are all in normal condition, i.e. when the complete monitoring mode that m=2, and motor train unit presses ATP continues operation, ATP onboard subsystem is set automatically
Figure BDA0000141014580000043
4. by that analogy, ATP onboard subsystem keeps all the time automatically
Figure BDA0000141014580000044
The total m of the cut vehicle of motor train unit braking force that 5. ought monitor reaches its tolerance value M, all the other vehicles all in normal condition, i.e., when m=M, and motor train unit presses the complete monitoring mode continuation operation of ATP, ATP onboard subsystem is set automatically
Figure BDA0000141014580000051
wherein, M represents the cut vehicle fleet tolerance value of braking force in row motor train unit, M < N;
6. when m > M, ATP onboard subsystem is set β=0 automatically.
(5), ATP onboard subsystem when automatically regulating β value, is also chosen the highest permission running velocity of corresponding train tolerance value V according to the resulting vehicle braking force status information of step (2) automatically zas the ceiling speed of motor train unit train operation, control safe train operation.The highest permission running velocity of train tolerance value V zpreset in accordance with the following steps:
1. according to the experience that traction is calculated, signal is layouted, determine ATP system maximum of control distance L 1.
2. according to station and yard plan layout experience, determine the distance L between station home signal and equidirectional starting signal 2.
3. the license variation range of the cut vehicle fleet m value of motor train unit braking force be 0,1,2 ..., M, for each m value, respectively by following 4.～step 8. determines the highest permission running velocity tolerance value V of its correspondence z.
4. maximum downslope road value is got in Divergent line ramp, with the formula () of step (3), calculates V 0=(track switch side direction regulation speed limit+c 2) time full service braking distance value S 2, c in formula 2for the full service braking ceiling speed of train when the turnout passing side direction and the difference of track switch side direction regulation speed limit, it is a predetermined value.
If 5. S 2+ L a2≤ L 2, proceed to step 7., otherwise enter step 6..L in formula a2for safety precaution distance in the preset station of ATP.
6. turn down V 0value, as get a, then use the formula () of step (3) to recalculate V 0=a+c 2time full service braking distance value S 2, until meet S 2+ L a2≤ L 2till, the maximum a value obtaining thus will be as drafting tolerance value.Proceed to step 8..
7. maximum downslope road value is got in interval main track circuit ramp, with the formula () of step (3), recalculates different V 0be worth corresponding full service braking distance value S 1.V wherein 0value both must not be greater than design speed value or the overall trip speed value of circuit, also must not be greater than the construction speed value of motor train unit.If S 1+ L a1> L 1, need to turn down V 0value, as get b, then use the formula () of step (3) to continue to recalculate V 0=b+c 1time full service braking distance value S 1, until meet S 1+ L a1≤ L 1till, the maximum b value obtaining thus will be as drafting tolerance value.L in formula a1for the preset interval safety precaution distance of ATP; , c 1full service braking ceiling speed while moving on interval main track for train and the difference that allows running velocity are also predetermined values.
8. draft tolerance value a or the b that obtain are carried out suitable depreciation again and controlled by shelves and surplus, the numerical value finally obtaining can be used as the highest permission running velocity tolerance value V of this m value correspondence z.
9. when m > M, set V z=0.
In technique scheme, in described step (1) and step (2), vehicle braking force state monitor, ATP onboard subsystem information receiving interface adopt respectively two cover hardware devices of Safe Redundant Architecture, communication adopts binary channel mode, the fault tolerant techniques such as multiple judgement are taked in information processing, guarantee the reliability of motor train unit braking force status information; In addition, vehicle braking force state monitor, ATP onboard subsystem information receiving interface and information processing rules are all followed the principle of railway signal fault failure to the safe side, guarantee the safety of braking force status information.
In technique scheme, in described step (1), if state variation, delay time t occur the information that vehicle braking force state monitor collects 1after again detect, t 1≤ 200ms, if the information again detecting is for the state after changing, just exports new information, otherwise the information before exporting change still.
In technique scheme, described step (3) if in the vehicle braking force status information data that obtains of ATP onboard subsystem change, delay time t 2after again obtain vehicle braking force status information data, t 2≤ 100ms, after the data of double acquisition do not change, then judges whether these data are valid data.If invalid data, allows V z=0, β=0, its effect equals to control Train Stopping; If valid data, add up m value, according to this value size, automatically regulate V zwith β value.
The present invention can be widely used in railway and track traffic, can make full use of the existing hardware and software resource of ATP onboard subsystem, and easily transformation and upgrade can improve the safe in operation of motor train unit train.
The present invention is according to probability and the rule that two and above vehicle braking force can not occur lose fault in row motor train unit simultaneously, by increasing the monitoring to each vehicle braking force state of motor train unit, make ATP onboard subsystem can adopt in advance preventive step by step, further improve the traffic safety of motor train unit train.
The vehicle braking force state monitor that utilization of the present invention is arranged on each vehicle of motor train unit carries out Real-Time Monitoring to the braking force state of this car, and the braking force status information monitoring is passed to the ATP onboard subsystem in motor train unit in real time, in ATP onboard subsystem, expand an information receiving interface or an information receiving interface is set separately, the braking force status information that each vehicle braking force state monitor of Real-time Obtaining monitors.ATP onboard subsystem is adjusted the protection curve of train in real time according to the braking force status information obtaining, train running speed is realized dynamically and being controlled, even if the cut failure situations of the braking force of a certain vehicle occurs motor train unit, ATP system also can prevent motor train unit train overrunning of signal or surpass regulation speed limit.
In addition, the present invention is when when only starting in the railway of motor train unit train or track traffic, can also function as follows: even if there are 6 ‰ down ramps of surpassing in the external car direction train braking distance range of standing, also without taking to arrange traditional special safeguard procedures such as catch siding, succesisve route, can not only save a large amount of construction investments, can also greatly improve the operational capability at station, improve the economic benefit of railway transportation.
Accompanying drawing explanation
Fig. 1 is the train safe protection functional-block diagram of automatic regulation moving car group braking force coefficient of performance of the present invention;
Fig. 2 is the train safe protection diagram of circuit of automatic regulation moving car group braking force coefficient of performance of the present invention.
The specific embodiment
Below in conjunction with the drawings and specific embodiments, the present invention is described in further detail:
1, the train safe means of defence of automatic regulation moving car group braking force coefficient of performance, comprises the following steps:
(1), as shown in Figure 1, vehicle braking force state monitor D is set on each car of motor train unit train 1～D n, the braking force state of each vehicle of Real-Time Monitoring, and the braking force status information monitoring is passed to ATP onboard subsystem B in real time;
(2), as shown in Figure 1, configuration information receiving interface A on ATP onboard subsystem B, information receiving interface A is by information transfer channel C 1～C nthe corresponding vehicle braking force state monitor D that receives 1～D nthe braking force status information monitoring, A can adopt the mode of expansion interface in existing ATP onboard subsystem, also can adopt the mode of independent setting;
(3), ATP onboard subsystem B is according to the motor train unit braking force status information receiving and the train real-world operation speed monitoring, according to following formula (), calculate in real time train stopping distance, the various train speeds such as real-time generation full service braking control curve, emergency braking control curve-control curve apart from safety precaution, protect safe train operation:
S z 1 = S k 1 + S e 1 = v 0 t k 3.6 + &Sigma; 0.0386 ( v 1 2 - v 2 2 ) &beta; &CenterDot; a + 0.0089 ( w 0 + i j ) (1)
In formula: S z1the braking full distance that-ATP calculates, unit: m;
S k1the sky that-ATP calculates is walked stopping distance, unit: m;
S e1the active braking distance that-ATP calculates, unit: m;
V 0-braking rate of onset, unit: km/h;
V 1, v 2-be respectively initial velocity and the end speed of speed interval, unit: km/h;
T k-motor train unit train idling braking time, unit: s, comprises ATP delay time, Braking System for Multiple Units delay time;
A-motor train unit train normal brake application deceleration/decel, unit: m/s 2, minute service braking and emergency braking;
β-braking force coefficient of performance, the motor train unit train braking force status information that this numerical value is obtained according to step (2) by ATP onboard subsystem automatically adjusts;
W 0-motor train unit train Unit basic resistance, unit: N/KN;
I j-braking location the gradient thousand marks that add, go up a slope get on the occasion of, descending is got negative value;
2, ATP onboard subsystem is according to the vehicle braking force status information obtaining, in accordance with the following steps regulating brake force coefficient of performance β value automatically:
Each vehicle braking force that 1. ought monitor is all in normal condition, i.e., when m=0, and motor train unit normally moves by the complete monitoring mode of ATP, ATP onboard subsystem is set automatically
Figure BDA0000141014580000082
wherein, m represents the cut vehicle fleet actual value of braking force in row motor train unit, and N is the vehicle fleet of these row motor train unit;
The braking force that 2. ought monitor 1 car is cut, all the other vehicles are all in normal condition, i.e., when the complete monitoring mode that m=1, and motor train unit presses ATP continues operation, ATP onboard subsystem is set automatically
Figure BDA0000141014580000083
3. ought monitor and have that the braking force of 2 cars is cut, all the other vehicles are all in normal condition, i.e. when the complete monitoring mode that m=2, and motor train unit presses ATP continues operation, ATP onboard subsystem is set automatically
Figure BDA0000141014580000091
4. by that analogy, ATP onboard subsystem keeps all the time automatically
Figure BDA0000141014580000092
The cut vehicle fleet m of motor train unit braking force that 5. ought monitor reaches its tolerance value M, all the other vehicles all in normal condition, i.e., when m=M, and motor train unit presses the complete monitoring mode continuation operation of ATP, ATP onboard subsystem is set automatically
Figure BDA0000141014580000093
wherein, M represents the cut vehicle fleet tolerance value of braking force in row motor train unit, M < N;
6. when m > M, ATP onboard subsystem is set β=0 automatically.
3, ATP onboard subsystem, according to the motor train unit braking force status information obtaining, when automatically regulating β value, is also chosen the highest permission running velocity of corresponding train tolerance value V automatically zas the ceiling speed of motor train unit train operation, control safe train operation.
The highest permission running velocity tolerance value V zthe combined factors such as performance by circuit technical standard, motor train unit and ATP equipment predetermine, and the ATP equipment of different line conditions, different model, the motor train unit of different model, different braking power excision amount can have different tolerance values.This value must be determined before motor train unit go into operation, and is then solidificated in advance in corresponding ATP onboard subsystem.
Relevant circuit technical standard mainly comprises following content: design speed, line slope, track switch model, train tracking interval time-division, ATP system type, motor train unit type.
Relevant motor train unit performance mainly comprises following content: the construction speed of the motor train unit that adopt, traction acceleration/accel, braking deceleration, train Unit basic resistance, brake system equivalent virtual braking time, the isoparametric performance figure of motor train unit length.
Relevant ATP equipment performance mainly comprises following content: the ATP the adopting maximum fault information that systematically face system can provide, onboard subsystem receive strain time, safety precaution distance (the by stages safety precaution distance L of ground signal a1, stand in safety precaution distance L a2.When CTCS-2 level train control system is used on China Railway High-speed, regulation L a1=110m, L a2=60m) isoparametric performance figure.
The highest permission running velocity of train tolerance value V zpreset in accordance with the following steps:
1. according to the experience that traction is calculated, signal is layouted, determine ATP system maximum of control distance L 1.For example, China is only starting on the high speed railway of motor train unit, the L of CTCS-2 level train control system 1generally get 12～14km, the L of CTCS-3 level train control system 1generally get 16～18km; On the railway of passenger-cargo co, the L of CTCS-2 level train control system 1generally get 9～10km.
2. according to station and yard plan layout experience, determine the distance L between station home signal and equidirectional starting signal 2.For example, the L of China on the high speed railway of only starting motor train unit 2generally get 1.0km.
3. the license variation range of the total m value of the cut vehicle of motor train unit braking force be 0,1,2 ..., M, for each m value, respectively by following 4.～step 8. determines the highest permission running velocity tolerance value V of its correspondence z.
4. maximum downslope road value is got in Divergent line ramp, uses the formula () of the step (3) of this " specific embodiment " 1 to calculate V 0=(track switch side direction regulation speed limit+c 2) time full service braking distance value S 2, c in formula 2for the full service braking ceiling speed of train when the turnout passing side direction and the difference of track switch side direction regulation speed limit, China Railway High-speed regulation c 2=5km/h.
If 5. S 2+ L a2≤ L 2, proceed to step 7., otherwise enter step 6..L in formula a2for safety precaution distance in the preset station of ATP.
6. turn down V 0value, as get a, then use the formula () of the step (3) of this " specific embodiment " 1 to recalculate V 0=a+c 2time full service braking distance value S 2, until meet S 2+ L a2≤ L 2till, the maximum a value obtaining thus will be as drafting tolerance value.Proceed to step 8..
7. maximum downslope road value is got in interval main track circuit ramp, with the formula () of the step (3) of this " specific embodiment " 1, recalculates different V 0be worth corresponding full service braking distance value S 1.V wherein 0value both must not be greater than design speed value or the overall trip speed value of circuit, also must not be greater than the construction speed value of motor train unit.If S 1+ L a1> L 1, need to turn down V 0value, as get b, then use the formula () of the step (3) of this " specific embodiment " 1 to continue to recalculate V 0=b+c 1time full service braking distance value S 1, until meet S 1+ L a1≤ L 1till, the maximum b value obtaining thus will be as drafting tolerance value.L in formula a1for the preset interval safety precaution distance of ATP, c 1full service braking ceiling speed while moving on interval main track for train and the difference that allows running velocity, China Railway High-speed regulation c 1=5km/h.
8. draft tolerance value a or the b that obtain are carried out suitable depreciation again and controlled by shelves and surplus, the numerical value finally obtaining can be used as the highest permission running velocity tolerance value V of this m value correspondence z.For example,, by the V 7. obtaining 0value is 235km/h, and approaching speed threshold is 200km/h, and the highest permission running velocity tolerance value can be got 200km/h.
9. when m > M, set V z=0.
10. note: the L of different circuit technical standards or different application environment 1, L 2value may be different, need to after layouting, comprehensively determine through traction calculating, signal.
If the m value that 4, ATP onboard subsystem B obtains surpasses its predefined tolerance value M, or while be invalid data, ATP onboard subsystem changes automatically by the control of stopping, and automatically sets β=0, V z=0.ATP controls after Train Stopping, can manually transfer isolation mode to, and train waits for rescue or continues operation with isolation mode.
5, the fail-safe computer of ATP onboard subsystem B increases corresponding software module, its program flow diagram as shown in Figure 2, m represents the cut vehicle fleet actual value of braking force in row motor train unit, M represents the cut vehicle fleet tolerance value of braking force in these row motor train unit, N represents the vehicle fleet of these row motor train unit, V 0represent when Braking System for Multiple Units is working properly the highest permission running velocity tolerance value, V 1the highest permission running velocity tolerance value after expression motor train unit have the braking force of a car cut, V 2the highest permission running velocity tolerance value after expression motor train unit have the braking force of two cars cut, V mthe highest permission running velocity tolerance value after expression motor train unit have the braking force of M car cut, β is the braking force coefficient of performance that ATP generates protection curve.Wherein, M, N, V 0, V 1, V 2, V mbe preset value.
After ATP onboard subsystem B start, the advanced horizontal reset of its fail-safe computer, then obtains each vehicle braking force status information data of ATP onboard subsystem information receiving interface output, if the vehicle braking force status information data obtaining changes, and delay time t 2after again obtain vehicle braking force status information data, t 2≤ 100ms, after the data of double acquisition do not change, then judges whether these data are valid data.If invalid data, sets V z=0, β=0, its effect equals to control Train Stopping; If valid data, add up m value, according to this value size, automatically regulate V zwith β value.For example:
1. when m=0, set V z=V 0, &beta; = 1 - 1 N ;
2. when m=1, set V z=V 1, &beta; = 1 - 2 N ;
3. when m=2, set V z=V 2, &beta; = 1 - 3 N ;
4. by that analogy;
5. when m=M, set V z=V m, &beta; = 1 - M + 1 N ;
6. when m > M, set V z=0, β=0.
Then, ATP onboard subsystem fail-safe computer generates corresponding protection curve in real time automatically, comprises that full service braking is controlled curve, emergency braking is controlled curve, allowed running velocity to control curve etc.
Afterwards, ATP onboard subsystem fail-safe computer obtains each vehicle braking force status information data more again, goes round and begins again.
6, reliability design: vehicle braking force state monitor, ATP onboard subsystem information receiving interface should adopt two cover hardware devices of redundancy structure, communication adopts binary channel mode, any a set of hardware device fault, or any one information transfer channel fault, all do not affect the normal operation of system.During breakdown of equipment, provide in time alarm.
Whether the braking force state of the uninterrupted monitor vehicle of vehicle braking force state monitor is normal, and the vehicle braking force status information monitoring is uninterruptedly passed to ATP onboard subsystem information receiving interface, the latter receives the fail-safe computer that passes to ATP onboard subsystem after information.
If state variation occurs the information that vehicle braking force state monitor collects, do not change immediately output, delay time t 1after again detect, t 1≤ 200ms, if the information again detecting is for the state after changing, just exports new information, otherwise the information before exporting change still.
7, safety Design: vehicle braking force state monitor, ATP onboard subsystem information receiving interface adopt equipment, circuit and the software that meets fault-safety principle principle.
Except will meeting the requirement of above-mentioned reliability design, vehicle braking force state monitor, ATP onboard subsystem information receiving interface also all receive, process, export the braking force status information of motor train unit vehicle according to following rule.
Vehicle braking force status information is divided braking force normally and the cut two states of braking force.
Braking System for Multiple Units is working properly, vehicle braking force state monitor and ATP onboard subsystem information receiving interface be when working properly, and ATP onboard subsystem obtains all normal information of each vehicle braking force; When ATP onboard subsystem does not obtain the braking force normal information of a certain vehicle, without exception this vehicle being pressed to the cut situation of braking force disposes, now, perhaps be that this vehicle braking force is very cut, or corresponding vehicle braking force state monitor et out of order, or information transfer channel et out of order etc.
8, specific embodiment:
The motor train unit of 8 marshallings of take are below example, illustrate that this method is for the effect that ensures motor train unit safe operation.
When Braking System for Multiple Units is working properly, ATP onboard subsystem is set β=1-1/8=0.875 automatically, and control one group of protection curve such as curve by this value generation full service braking control curve, emergency braking, this group protection curve can guarantee that motor train unit are not less than the traffic safety of 0.875 o'clock in the residue braking force factor, comprise and can prevent the train stop signal that advances rashly, can prevent that train from surpassing circuit speed limit or track switch speed limit.After motor train unit have a car et out of order, its braking force cut in the future, the real surplus braking force factor 1-η=1-1/8=0.875 of motor train unit, just in time equate with the β value before this fault, therefore, under least favorable condition, motor train unit run slowly controlling curve along the original braking generating of ATP, there will not be the problem of advance rashly stop signal or hypervelocity.
When motor train unit in the situation that while having had the cut continuation of the braking force of car operation, ATP onboard subsystem is set β=1-2/8=0.75 automatically, and by this value, regenerate that full service braking is controlled curve, emergency braking is controlled one group of new protection curve such as curve, this group protection curve can guarantee that motor train unit are not less than the traffic safety of 0.75 o'clock in the residue braking force factor, comprise and can prevent the train stop signal that advances rashly, can prevent train hypervelocity.After motor train unit have again in the future a car fault, its braking force cut, the real surplus braking force factor 1-η=1-2/8=0.75 of motor train unit, just in time equate again with the β value before this fault, therefore, under least favorable condition, motor train unit run slowly controlling curve along the original braking generating of ATP, still there will not be the problem of advance rashly stop signal or hypervelocity.
When motor train unit in the situation that while having had the cut continuation of the braking force of two cars operation, ATP onboard subsystem is set β=1-3/8=0.625 automatically, and by this value, regenerate that full service braking is controlled curve, emergency braking is controlled one group of new protection curve such as curve, this group protection curve can guarantee that motor train unit are not less than the traffic safety of 0.625 o'clock in the residue braking force factor, comprise and can prevent the train stop signal that advances rashly, can prevent train hypervelocity.After motor train unit have in the future a car fault, its braking force cut again, the real surplus braking force factor 1-η=1-3/8=0.625 of motor train unit, just in time equate again with the β value before this fault, therefore, under least favorable condition, motor train unit run slowly controlling curve along the original braking generating of ATP, still there will not be the problem of advance rashly stop signal or hypervelocity.
By that analogy.
In a word, the ATP system after improvement can guarantee the traffic safety of motor train unit after braking force excision.
The content that this specification sheets is not described in detail belongs to the known prior art of professional and technical personnel in the field.

Claims (5)

1. a train safe means of defence for automatic regulation moving car group braking force coefficient of performance, is characterized in that comprising the following steps:
(1), on each car of motor train unit train, vehicle braking force state monitor is set, the braking force state of each vehicle of Real-Time Monitoring;
(2), in the onboard subsystem of ATP configuration information receiving interface, this interface receives the braking force status information that each vehicle braking force state monitor monitors in real time;
(3), ATP onboard subsystem is according to the motor train unit braking force status information receiving and the train real-world operation speed monitoring, according to following formula (), calculate in real time train stopping distance, generate in real time full service braking and control curve, emergency braking control curve, protection safe train operation:
S z 1 = v 0 t k 3.6 + &Sigma; 0.0386 ( v 1 2 - v 2 2 ) &beta; &CenterDot; a + 0.0089 ( w 0 + i j ) (1)
In formula: S z1the braking full distance that-ATP calculates, unit: m;
V 0-braking rate of onset, unit: km/h;
V 1, v 2-be respectively initial velocity and the end speed of speed interval, unit: km/h;
T k-motor train unit train idling braking time, unit: s, comprises ATP delay time, Braking System for Multiple Units delay time;
A-motor train unit train normal brake application deceleration/decel, unit: m/s 2, minute service braking and emergency braking;
β-braking force coefficient of performance, the motor train unit train braking force status information that this numerical value is obtained according to step (2) by ATP onboard subsystem automatically adjusts;
W 0-motor train unit train Unit basic resistance, unit: N/KN;
I j-braking location the gradient thousand marks that add, go up a slope get on the occasion of, descending is got negative value;
ATP onboard subsystem is according to the resulting vehicle braking force status information of step (2), in accordance with the following steps regulating brake force coefficient of performance β value automatically:
Each vehicle braking force that 1. ought monitor is all in normal condition, i.e., when m=0, and motor train unit normally moves by the complete monitoring mode of ATP, ATP onboard subsystem is set automatically
Figure FDA0000433705240000021
wherein, m represents the cut vehicle fleet actual value of braking force in row motor train unit, and N is the vehicle fleet of these row motor train unit;
The braking force that 2. ought monitor 1 car is cut, all the other vehicles are all in normal condition, i.e., when the complete monitoring mode that m=1, and motor train unit presses ATP continues operation, ATP onboard subsystem is set automatically
Figure FDA0000433705240000022
3. ought monitor and have that the braking force of 2 cars is cut, all the other vehicles are all in normal condition, i.e. when the complete monitoring mode that m=2, and motor train unit presses ATP continues operation, ATP onboard subsystem is set automatically
Figure FDA0000433705240000023
4. by that analogy, ATP onboard subsystem keeps all the time automatically
Figure FDA0000433705240000024
The total m of the cut vehicle of motor train unit braking force that 5. ought monitor reaches its tolerance value M, all the other vehicles all in normal condition, i.e., when m=M, and motor train unit presses the complete monitoring mode continuation operation of ATP, ATP onboard subsystem is set automatically
Figure FDA0000433705240000025
wherein, M represents the cut vehicle fleet tolerance value of braking force in row motor train unit, M < N;
6. when m > M, ATP onboard subsystem is set β=0 automatically.
2. the train safe means of defence of automatic regulation moving car group braking force coefficient of performance according to claim 1, it is characterized in that: in described step (1) and step (2), vehicle braking force state monitor, ATP onboard subsystem information receiving interface adopt respectively two cover hardware devices of Safe Redundant Architecture, communication adopts binary channel mode, comprises that all devices of hardware and software all meets the principle of railway signal fault failure to the safe side.
3. the train safe means of defence of automatic regulation moving car group braking force coefficient of performance according to claim 1, it is characterized in that: ATP onboard subsystem when automatically regulating β value, is also chosen the highest permission running velocity of corresponding train tolerance value V according to the resulting vehicle braking force status information of step (2) automatically zas the ceiling speed of motor train unit train operation, control safe train operation;
The highest permission running velocity of train tolerance value V zpreset in accordance with the following steps:
1. according to traction calculating, signal, layout and determine ATP system maximum of control distance L 1;
2. according to station and yard plan, arrange the distance L of determining between station home signal and equidirectional starting signal 2;
3. the license variation range of the cut vehicle fleet m value of motor train unit braking force be 0,1,2 ..., M, for each m value, respectively by following 4.～step 8. determines the highest permission running velocity tolerance value V of its correspondence z;
4. maximum downslope road value is got in Divergent line ramp, with the formula () of step (3), calculates v 0=(track switch side direction regulation speed limit+c 2) time full service braking distance value S z1, for showing difference, by the S at this moment obtaining z1value is referred to as S 2, c in formula 2for the full service braking ceiling speed of train when the turnout passing side direction and the difference of track switch side direction regulation speed limit, it is a predetermined value;
If 5. S 2+ L a2≤ L 2, proceed to step 7., otherwise enter step 6., L in formula a2for safety precaution distance in the preset station of ATP;
6. turn down v 0value, as get v 0=a+c 2, with the formula () of step (3) again corresponding S now 2value, until meet S 2+ L a2≤ L 2till, 8. the maximum a value obtaining thus will, as drafting tolerance value, proceed to step;
7. maximum downslope road value is got in interval main track circuit ramp, with the formula () of step (3), recalculates different v 0be worth corresponding full service braking distance value S z1, for showing difference, by the S at this moment obtaining z1value is referred to as S 1, v wherein 0value both must not be greater than design speed value or the overall trip speed value of circuit, also must not be greater than the construction speed value of motor train unit, if S 1+ L a1> L 1, need to turn down v 0value, as get v 0=b+c 1, then use the formula () of step (3) to continue again S now 1value, until meet S 1+ L a1≤ L 1till, the maximum b value obtaining thus will be as drafting tolerance value, L in formula a1for the preset interval safety precaution distance of ATP, c 1full service braking ceiling speed while moving on interval main track for train and ATP allow the difference of running velocity, c 1also be a predetermined value;
8. draft tolerance value a or the b that obtain are carried out suitable depreciation again and controlled by shelves and surplus, the numerical value finally obtaining can be used as the highest permission running velocity tolerance value V of this m value correspondence z;
9. when m > M, set V z=0.
4. the train safe means of defence of automatic regulation moving car group braking force coefficient of performance according to claim 1 and 2, is characterized in that: if state variation, delay time t occur the information that described vehicle braking force state monitor collects 1after again detect, t 1≤ 200ms, if the information again detecting is for the state after changing, just exports new information, otherwise the information before exporting change still.
5. the train safe means of defence of automatic regulation moving car group braking force coefficient of performance according to claim 3, is characterized in that: if the vehicle braking force status information data that ATP onboard subsystem obtains changes, and delay time t 2after again obtain vehicle braking force status information data, t 2≤ 100ms, after the data of double acquisition do not change, then judges whether these data are valid data; If invalid data, allows V z=0, β=0, its effect equals to control Train Stopping; If valid data, add up m value, according to this value size, automatically regulate V zwith β value, by step (3), train is carried out to safety control.
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