CN107672626B - Railway vehicle anti-collision system and method based on time interval maintenance - Google Patents
Railway vehicle anti-collision system and method based on time interval maintenance Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
- B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
- B61L23/18—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated specially adapted for changing lengths of track sections in dependence upon speed and traffic density
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
- B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
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Abstract
The abstract of the specification: the anti-collision system comprises a timing responder with a timing module arranged in the track and vehicle-mounted equipment with the timing module arranged in the vehicle. The method comprises the steps of utilizing the vehicle-mounted equipment to control a timing transponder to time and determine a vehicle time interval, utilizing the timing transponder to control the vehicle-mounted equipment to time and determine a response time interval, calculating a lower limit value of the vehicle time interval and a lower limit value of the response time interval which are required for ensuring the driving safety of the current vehicle according to the time interval, judging that a control signal for braking is generated when the time interval reaches the lower limit value to perform braking control, recovering the vehicle time interval and the response time interval which are determined when the vehicle arrives at the front timing transponder position later and keeping the vehicle time interval and the response time interval on the lower limit values calculated according to the time interval, and judging that a collision early warning. By using the method and the system, the current vehicle can actively keep the running time interval with the previous vehicle on the same rail, the risk of vehicle intrusion is reduced, and the hazard of the vehicle intrusion is relieved.
Description
Technical Field
The invention belongs to the field of traffic transportation, relates to an anti-collision technology between vehicles on a track, particularly actively prevents rear-end collision accidents of running vehicles in a track traffic system, and belongs to the technical field of radio technology and automatic control.
Background
In modern railway transportation systems, besides railway fixed equipment (lines, bridges and tunnels) and mobile equipment (locomotives and vehicles), railway signal system support is required to form three inseparable technical foundations of the railway transportation systems, the first mission of the railway signal system is to ensure traffic safety, is a neural center of railway transportation, plays a very important role in the modern railway transportation systems, becomes one of important signs of railway modernization, in recent years, along with continuous fermentation of a 'prism door' event, a network space becomes another space for games in various countries after land, sea, air and the sky, the related network space safety also becomes a part of national strategy, and various application fields related to network and information safety are revising, paying attention to and paying attention to potential threats and coping schemes thereof.
The Train operation in the high-speed railway system of China mainly depends on the existing Chinese Train operation Control system CTCS (China Train Control System) to prevent the collision of the Train, the CTCS has 5 grades, the CTCS-3 is the most advanced Automatic Train Protection (ATP for short) system in the current online operation, the CTCS-4 is the development plan facing the future, the CTCS-3 and the CTCS-4 are both used for completing the Train occupation detection and integrity check by a ground Radio Block Center (RBC) and vehicle-mounted equipment, the Train operation safety is closely related to the Train Control information sent by the RBC, because the authorization distance of the RBC is longer and the information interaction mode with external equipment is more complicated, the reason which can cause the safety risk is more difficult to accurately identified from the complicated logics, although preferable countermeasures and various technical measures are adopted, vehicle speeding and vehicle intrusions remain a focus of attention.
Disclosure of Invention
Technical problem to be solved
The invention aims to solve the problem of vehicle inbreak risk in the existing train operation control system, and provides a railway vehicle anti-collision system and method based on time interval maintenance, which can effectively reduce the vehicle inbreak risk, relieve the vehicle inbreak hazard and improve the driving safety.
(II) technical scheme
In order to achieve the above objects, in one aspect, the present invention provides a railway vehicle anti-collision system and method based on time interval keeping, the system is provided with an on-board device installed on a vehicle and a timing transponder sequence installed on a railway line, a current vehicle tracks a previous vehicle on the same railway in a forward direction along the railway line, the previous vehicle and the current vehicle sequentially arrive at a rear nearest timing transponder position and a current timing transponder position, a vehicle signal transmitted by an antenna arranged in the on-board device on the previous vehicle and an antenna arranged in the on-board device on the current vehicle is used for controlling timing of the timing transponder arranged on the railway and generating a vehicle time interval, a response signal transmitted by the timing transponder is used for controlling timing of the on-board device on the vehicle and generating a response time interval, a lower limit value of the vehicle time interval and a lower limit value of the response time interval required for ensuring driving safety of the current vehicle are calculated according, judging whether the vehicle time interval reaches the lower limit value or the response time interval reaches the lower limit value or both reach the lower limit values, generating a control signal for braking to perform braking control, recovering the determined vehicle time interval and the determined response time interval when the vehicle time interval subsequently reaches the front timing transponder position and keeping the vehicle time interval and the determined response time interval above the respective lower limit values calculated accordingly, and judging whether the time is exceeded or not recovered to generate a collision early warning signal, wherein the system and the method comprise the following steps of:
step A: determining a vehicle time interval of a current vehicle and a preceding vehicle and a response time interval of the current vehicle;
step a includes a1, determining the vehicle time interval: a timing module in the timing transponder on the track accumulates a time interval from a starting point when a previous vehicle arrives at the position of the timing transponder in advance to a finishing point when a current vehicle arrives at the position of the timing transponder in the later period;
step a includes a2, determining the response time interval: the method comprises the steps that a timing module in vehicle-mounted equipment on a current vehicle accumulates a time interval from a starting point when the current vehicle reaches a rear latest timing responder position in advance to a terminal point when the current vehicle reaches the current timing responder position in a later period;
and B: calculating a lower limit value of a vehicle time interval and a lower limit value of a response time interval required by the current vehicle for ensuring driving safety according to the determined vehicle time interval and response time interval;
and C: when the determined vehicle time interval reaches the lower limit value of the vehicle time interval or the determined response time interval reaches the lower limit value of the response time interval or both reach the respective lower limit values, a control signal for braking is generated to perform braking control, so that the determined vehicle time interval and response time interval when the current vehicle subsequently reaches the front timing transponder position are recovered and kept above the respective lower limit values calculated accordingly;
step D: judging whether the determined vehicle time interval reaches the lower limit value of the vehicle time interval or the determined response time interval reaches the lower limit value of the response time interval or both reach the continuous accumulated time of the respective lower limit values to reach the time threshold value so as to generate a collision early warning signal;
the current vehicle is controlled by the system and the method, and the prior vehicle is the nearest vehicle in front of the same track which is tracked and operated by the current vehicle in the forward direction; the timing transponder is a transponder with a timing module arranged inside and is arranged in sequence along the track line; the vehicle-mounted equipment is equipment which is arranged on a vehicle, is internally provided with a timing module and is used for controlling the vehicle; the current timing responder is a timing responder reached by the current vehicle-mounted equipment in the process of running; the rear-most-recent-timing transponder is the last timing transponder of all timing transponders reached by the current vehicle before the current timing transponder position is reached.
In another aspect, the present invention also provides a timing transponder, including:
a timing module: the time interval from the starting point when the prior vehicle arrives at the timing transponder position in advance to the end point when the current vehicle arrives at the timing transponder position in the later period is accumulated;
a detection module: the timing module is used for detecting whether the accumulated time of the timing module exceeds the set range, and judging and generating timing state information of one of the out-of-range and the non-out-of-range;
a power supply module: the timing module is used for the work of the timing module and the detection module and can ensure that the timing process from the starting point of the accumulated time to the ending point of the accumulated time of the timing module is a complete continuous process every time.
(III) advantageous effects
The system and the method are integrated and independent anti-collision signal systems of the rail vehicles, are friendly and compatible with existing CTCS-2 and CTCS-3 train control systems, and can control the speed of the vehicles to keep time interval running, reduce the risk of vehicle intrusion and relieve the hazard of vehicle intrusion.
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FIG. 1 is a flow chart of the system and method of the present invention.
Fig. 2 is a scene diagram of information generation according to the present invention.
FIG. 3 is a flowchart of the preferred embodiment of the present invention.
FIG. 4 is a schematic structural diagram of a preferred embodiment of the present invention.
FIG. 5 is a diagram of an apparatus layout according to a preferred embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the preferred embodiments of the present invention, and it is obvious that the described embodiments are some, not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The invention provides a concept for preventing vehicles from colliding by a method for keeping time intervals among running vehicles, a method for generating vehicle time interval information is used for enabling a track to be reserved with running state related information of a previous vehicle on the same track, a method for reading the information reserved on the track is used for a current vehicle to sense the previous running state of the previous vehicle, a vehicle speed inertia keeping rule is used for determining whether vehicles exist in the time interval in front of the current vehicle track, and a method for controlling the speed of the vehicle per se is used for achieving the purpose of keeping the running time intervals, so that the risk of vehicle evasion and the hazard of the vehicle are effectively controlled.
Fig. 1 is a flowchart of an embodiment 1 of a rail vehicle anti-collision system and method provided by the present invention, where the embodiment includes:
step 11: and determining a vehicle time interval between the current vehicle and the previous vehicle and a response time interval of the current vehicle, wherein the vehicle time interval is determined as a time interval from a starting point when the previous vehicle arrives at the timing transponder position in advance to an ending point when the current vehicle arrives at the timing transponder position in the later period, and the response time interval is determined as a time interval from the starting point when the timing module in the vehicle-mounted equipment on the current vehicle arrives at the latest timing transponder position in the earlier period to the ending point when the current vehicle arrives at the current timing transponder position in the later period.
The steps are an electric control automatic process, the process of timing the accumulated time of the responder is a process under the control of a previous vehicle and a current vehicle, and the process of the accumulated time of the vehicle-mounted equipment is a process under the control of a latest timing responder at the rear and a current timing responder. In the timing transponder vehicle time interval determination process, the timing transponder determines that the preceding vehicle and the current vehicle reach the timing transponder position using a time point when the amplitude of the vehicle signal from the vehicle-mounted device reaches a preset threshold value, and determines a time interval from the start point to the end point as a vehicle time interval of the current vehicle and the preceding vehicle, using a time point when the preceding vehicle reaches its position earlier as a start point of the accumulated time, and using a time point when the current vehicle reaches its position later as an end point of the accumulated time. In the process that the vehicle-mounted equipment determines the response time interval, the vehicle-mounted equipment determines that the current vehicle reaches the timing transponder position by using the time point when the amplitude of the response signal reaches a preset threshold value, the time point when the current vehicle reaches the rear latest timing transponder position in the early period is used as the starting point of the accumulated time, the time point when the current vehicle reaches the current timing transponder position in the later period is used as the end point of the accumulated time, and the time interval from the starting point to the end point is determined as the response time interval of the current vehicle.
Step 12: calculating a vehicle time interval lower limit value and a response time interval lower limit value required by the current vehicle for ensuring driving safety according to the determined vehicle time interval and response time interval, wherein the specific steps of calculating the vehicle time interval lower limit value are as follows:
step B1: calculating a prior vehicle response time interval prior to the current timed transponder location of the prior vehicleT tr ；T tr =T vr +T vvb -T vv Wherein, in the step (A),T vr the response time interval determined for the current vehicle at the current timed transponder location,T vvb the vehicle time interval determined for the current vehicle's earlier most recent rear-timed transponder location,T vv a vehicle time interval determined for a current vehicle at a current timed transponder location;
step B2: calculating the rate of change delta in unit time of the preceding vehicle response time interval of the preceding vehicle at the current timed transponder locationT tr ；
ΔT tr =(T tr -T trb )/T vr Wherein, in the step (A),T tr for the previous vehicle response time interval calculated as step B1 where the previous vehicle was previously at the current timed transponder location,T trb calculated for the preceding according to the method of step B1The vehicle previously timed the previous vehicle response time interval for the transponder location most recently in the rear,T vr a response time interval determined for the current vehicle at the current timed transponder location;
step B3: according to determined vehicle time intervalT vv And a response time intervalT vr Reading the stored and previous vehicle response time intervalT tr And the rate of change of the preceding vehicle response time interval per unit time deltaT tr The lower limit value of the vehicle time interval and the lower limit value of the response time interval corresponding to the condition.
Fig. 2 is a diagram illustrating an information generating scenario according to the present invention, in which the rear second time-counting transponder is a rear most recently time-counting transponder of the rear most recently time-counting transponder.
The step 12 includes: the timing responder can judge whether the accumulated time exceeds the set timing range and generate timing state information of one of the over-range and the non-over-range; the vehicle-mounted device can judge whether the vehicle time interval determined by the timing responder exceeds the set timing range by utilizing the timing state information.
Preferably, the range set by the timing module in the timing transponder is the same range and is the same nationwide.
In the step 12, the lower limit value of the vehicle time interval and the lower limit value of the response time interval are calculated, and in order to simulate the running state of the model vehicle in the existing line by adopting the simulation technology in advance, the vehicle is programmed to be in various states including different statesT tr And a different ΔT tr The lower limit value of the time interval of the vehicle and the lower limit value of the response time interval under the condition are stored in the database of the vehicle-mounted device, so that when the system and the method of the invention are operated on the vehicle, when the same condition as the simulation is met, for example, a certain time interval of the vehicle is reachedT vv Time interval of responseT vr Preceding vehicle response time intervalT tr And the rate of change of the preceding vehicle response time interval deltaT tr In case of a situation, the stored vehicle interval lower limit value corresponding to the situation may be recalledT vlv And a lower limit value of the response time intervalT rlv 。
In the step 12, a simulation technology is adopted to compile a lower limit value of the vehicle time intervalT vlv And a lower limit value of the response time intervalT rlv The following function is used in the calculation:T vlv =f(T vv ，T vr ，T e ，L v ，L t ，L r ，L p )，T rlv =f(T vv ，T vr ，T e ，L v ，L t ，L r ，L p ) Wherein, in the step (A),T vv the vehicle time interval determined for the current vehicle at the current timed transponder location,T vr the response time interval determined for the current vehicle at the current timed transponder location,T e for the current brake dry time of the vehicle,L v the distance length from the vehicle head end to the vehicle-mounted equipment installation position of the current vehicle,L t for the distance length from the vehicle-mounted device installation position to the tail end of the vehicle in the past,L r for the length of the track line from the last timed transponder position behind to the currently timed transponder position,L p the safety protection distance between the current vehicle and the previous vehicle is preset.
Preferably, under the running condition of a passenger dedicated line in China, the head part and the tail part of the vehicle are both provided with the same vehicle-mounted equipment, under the condition that the functions provided by the invention are not changed, the head vehicle-mounted equipment is utilized to implement all the steps and the functions of the invention, the tail vehicle-mounted equipment can be started to transmit the same vehicle signal to repeatedly control the accumulated time of the timing transponder on the track, and therefore, the aim of reducing the accumulated time of the timing transponder on the lower limit value of the vehicle time interval in the calculation of the lower limit value ofL t The purpose of the numerical values is to improve the effectiveness of the system and the method.
Alternatively, in the above case, in the calculation of the vehicle time interval lower limit value, the distance length from the vehicle-mounted device installation position to the vehicle rear end of the preceding vehicle is set toL t The value is 3 m, and the distance length from the head end of the current vehicle to the installation position of the vehicle-mounted equipment is usedL v A value of 3 m, willL r The value is 20 meters, and the safe parking protection distance is realizedL p The value is 30 meters, and the current vehicle braking idle running time is determined according to the vehicle condition and the track conditionT e The value was 1.3 seconds.
Step 13: judging whether the determined vehicle time interval reaches the lower limit value of the vehicle time interval or the determined response time interval reaches the lower limit value of the response time interval and both reach the respective lower limit values simultaneously, generating a control signal for braking to perform braking control, and restoring and keeping the determined vehicle time interval and the response time interval on the basis of the respective lower limit values calculated when the vehicle time interval and the response time interval subsequently reach the front timing transponder position; the method comprises the steps that a vehicle time interval determined by a current vehicle is compared with a currently read vehicle time interval lower limit value in a numerical value mode, whether the vehicle time interval is smaller than or equal to the vehicle time interval lower limit value is judged, if yes, the vehicle time interval is reached, and if not, the vehicle time interval is not reached; comparing the response time interval determined by the current vehicle with the currently read lower limit value of the response time interval, and judging whether the response time interval is smaller than or equal to the lower limit value of the response time interval, if so, reaching the response time interval, and if not, not reaching the response time interval; judging whether one of the two reaches or both reach simultaneously; the control signal for braking generated by the vehicle-mounted equipment is a control signal suitable for a vehicle braking device with a specific model, and can be different along with different models of the vehicle braking device or different braking rates of the vehicle; the vehicle time interval and the response time interval which are determined later are changed to the direction of increasing values through the speed reduction of the braking of the vehicle, and the current vehicle operation is enabled to be arranged above the lower limit value of the vehicle time interval and the lower limit value of the response time interval through controlling the braking coefficient and the braking time.
Step 14: judging whether the determined vehicle time interval reaches the lower limit value of the vehicle time interval or the determined response time interval reaches the lower limit value of the response time interval or the continuous accumulated time of the determined vehicle time interval and the response time interval reach time threshold values when the determined vehicle time interval and the response time interval reach the lower limit values of the response time interval or both reach the respective lower limit values simultaneously, and generating a collision early warning signal, wherein the vehicle time interval determined by the current vehicle is compared with the currently read lower limit value of the vehicle time interval in a numerical mode, whether the vehicle time interval is smaller than or equal to the lower limit value of the vehicle time interval is judged; comparing the response time interval determined by the current vehicle with the currently read lower limit value of the response time interval, and judging whether the response time interval is smaller than or equal to the lower limit value of the response time interval, if so, reaching the response time interval, and if not, not reaching the response time interval; judging whether one of the two reaches or both reach simultaneously; the method comprises the steps that an early warning timer arranged in the vehicle-mounted equipment starts timing when a vehicle time interval and a response time interval reach a lower limit value, stops timing when the determined vehicle time interval and the response time interval are recovered to be not reached, compares a timing value of the early warning timer with a read time threshold value every time the timing responder position is reached, judges whether the timing value is larger than the time threshold value or not, generates a collision early warning signal if the timing value is reached, and does not reach the time threshold value if the timing responder position is not reached; the collision early warning signal is a control signal suitable for a specific type of collision warning device and a control signal suitable for a specific type of collision mitigation device, and the signal form of the collision early warning signal can be different according to the used collision mitigation device and the warning device.
The system and the method are realized on the basis of the following preconditions: all vehicles can control the timing transponder to accumulate time when reaching the timing transponder position every time, and the power supply module arranged in the timing transponder can ensure that the timing process from the starting point to the end point of the timing module arranged in the timing transponder is a complete continuous process every time; all timing transponders can ensure that each time of response communication can control the vehicle-mounted equipment to accumulate time, and the power supply module arranged in the vehicle-mounted equipment can ensure that the timing process from the starting point to the end point of the timing module arranged in the vehicle-mounted equipment is a complete continuous process.
It can be seen from the above that, with the present invention, the current vehicle can autonomously monitor the running state of the preceding vehicle, since the actual available braking distance of the current vehicle is limitedT e 、L v 、L t 、L r AndL p the present invention can prevent rear-end collision of vehicle and can greatly reduce rear-end collision speed and collision kinetic energy, and can prevent rear-end collision of limited number of vehicles by setting the maximum braking coefficient slightly greater than the maximum manually controllable braking coefficient.
It should be noted that, although the above embodiment is described by taking the example of monitoring the time interval between two adjacent rows of vehicles and performing braking control anti-collision on the vehicles, it is understood that the system and method may also be used to monitor the own vehicle to ensure normal running, i.e. to control the vehicle to operate and keep not lower than a certain set response time interval threshold. For example, when the vehicle runs, the vehicle-mounted device autonomously monitors the response time interval of the vehicle, compares the response time interval with the set response time interval threshold value, generates a control signal output and controls the traction and the braking of the vehicle to limit the running speed of the vehicle within a required range.
The rail vehicle anti-collision system and method provided by the invention can be used in the second embodiment: the magnetic suspension rail vehicle is anti-collision, and the vehicle is specially designed, and the head and the tail of the magnetic suspension rail vehicle are respectively provided with an outwardly-extended collision relieving device, and the tail end of the device is provided with the same vehicle signal for reducingL v AndL t in order to reduce the size of the brakes, rapid-response brakes are provided on magnetic levitation railway vehiclesT e Restrict and set appropriatelyL r The use of the invention can preventA rear-end collision or a high-speed rear-end collision.
The rail vehicle anti-collision system and method provided by the invention can be used in the third embodiment: urban subway rail vehicle anticollision sets up collision mitigation device respectively at urban subway rail vehicle locomotive end and rear of a vehicle end and sets up the same vehicle signal in the device terminal department through special design vehicle for reduceL v AndL t restriction, quick response brake set on urban subway rail vehicles for reducingT e Restrict and set appropriatelyL r The invention can prevent rear-end accidents or high-speed rear-end accidents.
The rail vehicle anti-collision system and method provided by the invention can be used in the fourth embodiment: the urban aerial rail vehicle anti-collision system is characterized in that through specially designed vehicles, collision relieving devices are respectively arranged at the head end and the tail end of the urban aerial rail vehicle, and the same vehicle signals are arranged at the tail end of the device for reducing collisionL v AndL t in the restriction, the provision of a quick response brake on an urban aerial rail vehicle for reducingT e Restrict and set appropriatelyL r The invention can prevent rear-end accidents or high-speed rear-end accidents.
The rail vehicle anti-collision system and method provided by the invention can be used in the fifth embodiment: the anti-collision of the high-speed vacuum pipeline transportation rail vehicle is realized by specially designing the vehicle, arranging an outwards-extending collision relieving device at the head and the tail of the high-speed vacuum pipeline transportation rail vehicle respectively and arranging the same vehicle signal at the tail end of the device for reducing the collisionL v AndL t in high speed vacuum line rail vehicles, a fast response brake is provided for reducingT e Restrict and set appropriatelyL r The invention can prevent rear-end accidents or high-speed rear-end accidents.
It will be understood by those skilled in the art that all or part of the steps in the method of the above embodiments may be implemented by a program to instruct related hardware, where the program may be stored in a computer-readable storage medium, and when the program is executed, the program includes the steps of the method of the above embodiments, and the storage medium may be: ROM/RAM, magnetic disk, optical disk, etc. Thus, while the invention also includes, in correspondence with the method of the invention, a clocked transponder, which is generally represented in the form of functional modules corresponding to the steps of the method, it will be understood by those skilled in the art that this modular representation is not the only way in which the system of the invention can be employed, but it also corresponds in essence to a specific software and/or hardware (computer device, microprocessor or various types of programmable logic devices) system.
Compared with the existing train control system and control technology, the system and the method provided by the invention can not only ensure the effectiveness of the cause and consequence control of the hazard event, but also realize the transmission of all information by only utilizing a single short-distance radio response communication method, have no problems of network communication and safety thereof, all operation steps except for determining the time interval of the train are all arranged in the current vehicle-mounted equipment of the train, realize an autonomous control system which does not need any external information support and autonomously generates all information and takes the signal of the train as a main signal, and achieve complete functions and independent operation; and the system and the method have clear control thought on the time interval between running vehicles, can directly and automatically control the same-rail prior vehicle, and are favorable for the effectiveness of measure setting.
The above embodiments are only for illustrating the present invention and not for limiting the present invention, and those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, so that all equivalent technical solutions also belong to the technical scope of the present invention, and the scope of the present invention should be defined by the claims.
Claims (7)
1. A rail vehicle anti-collision method based on time interval keeping is characterized in that: active rail transit vehicle collision prevention system based on-track built-in timing module timing transponder and on-vehicle built-in timing module mobile unit, including the step:
A. determining a vehicle time interval of a current vehicle and a preceding vehicle and a response time interval of the current vehicle, comprising the steps of:
a1, determining the vehicle time interval: a timing module in the timing transponder on the track accumulates a time interval from a starting point when a previous vehicle arrives at the position of the timing transponder in advance to a finishing point when a current vehicle arrives at the position of the timing transponder in the later period;
a2, determining response time interval: the method comprises the steps that a timing module in vehicle-mounted equipment on a current vehicle accumulates a time interval from a starting point when the current vehicle reaches a rear latest timing responder position in advance to a terminal point when the current vehicle reaches the current timing responder position in a later period;
B. calculating a lower limit value of a vehicle time interval and a lower limit value of a response time interval required by the current vehicle for ensuring driving safety according to the determined vehicle time interval and response time interval;
C. when the vehicle time interval reaches the vehicle time interval lower limit value or the response time interval reaches the response time interval lower limit value or both the vehicle time interval and the response time interval reach the respective lower limit values, a control signal for braking is generated to perform braking control, so that the vehicle time interval and the response time interval determined when the current vehicle subsequently reaches the front timing transponder position are recovered and kept above the respective lower limit values calculated accordingly;
D. and judging whether the vehicle time interval reaches the lower limit value of the vehicle time interval or the response time interval reaches the lower limit value of the response time interval or the continuous accumulated time when both reach the respective lower limit values reaches the time threshold value to generate a collision early warning signal.
2. The method of claim 1, wherein:
the current vehicle is a vehicle which tracks and runs on the same rail;
the prior vehicle is a vehicle which is the nearest forward vehicle on the same track and runs in the forward direction of the current vehicle;
the timing transponder is a transponder with a timing module arranged inside and is arranged in sequence along the track line;
the vehicle-mounted equipment is equipment which is arranged on a vehicle, is internally provided with a timing module and is used for controlling the vehicle;
the current timing responder is a timing responder reached by the current vehicle-mounted equipment in the process of running;
the rear-most-recent-timing transponder is the last timing transponder of all timing transponders that the preceding vehicle and the current vehicle have reached before traveling to the current timing transponder position.
3. The method of claim 1, wherein in step a, said determining a vehicle time interval and a response time interval comprises:
in step a1, the accumulated time of the timing transponder is a process under the control of the previous vehicle and the current vehicle;
in step a2, the in-vehicle apparatus accumulates time as a process under the control of the latest-time-counted transponder in the rear and the currently-time-counted transponder.
4. Method according to claim 1, characterized in that in step B the vehicle time interval lower limit value T is calculatedvlvAnd a lower limit value T of the response time intervalrlvThe method comprises the following steps:
Tvlv＝f(Tvv,Tvr,Te,Lv,Lt,Lr,Lp)，Trlv＝f(Tvv,Tvr,Te,Lv,Lt,Lr,Lp) Wherein, TvvFor the vehicle time interval of the current vehicle and the preceding vehicle, TvrFor the response time interval of the current vehicle, TeFor the current braking idle time of the vehicle, LvThe distance length from the vehicle head end to the vehicle-mounted equipment installation position, L, of the current vehicletFor the preceding vehicle from the vehicle-mounted device mounting position to the rear end of the vehicle, LrFor the length of the track line from the last timed transponder position behind to the currently timed transponder position,Lpthe safety protection distance between the current vehicle and the previous vehicle is preset.
5. The method according to claim 4, wherein in step B, the calculating of the lower limit value of the vehicle time interval and the lower limit value of the response time interval adopts preset lower limit values, and comprises the following steps:
pre-storing the compiled lower limit values of different vehicle time intervals and different response time intervals;
and reading the stored lower limit value of the vehicle time interval and the lower limit value of the response time interval according to the determined vehicle time interval and the response time interval.
6. The method according to claim 1, wherein in step D, the time threshold is a preset threshold, and the method includes:
pre-storing different compiled time thresholds of different vehicle time intervals and different response time intervals;
the stored time threshold is read as a function of the determined vehicle time interval and the response time interval.
7. A timing transponder for use in the time interval based method of collision avoidance for rail vehicles according to any one of claims 1 to 6, wherein the timing transponder comprises:
the timing module is used for accumulating the time interval from the time when the prior vehicle arrives at the timing responder position in advance to the time when the current vehicle arrives at the timing responder position in the later period as the end point;
the detection module is used for detecting whether the accumulated time of the timing module exceeds the set range of the timing module or not, and judging and generating timing state information of one of the out-of-range time and the non-out-of-range time;
and the power supply module is used for the timing module and the detection module to work and can ensure that the timing process from the starting point of the accumulated time to the ending point of the accumulated time of the timing module is a complete continuous process every time.
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| CN110588723B (en) * | 2019-08-05 | 2020-09-01 | 北京交通大学 | Train dynamic tracking safety protection model |
| CN110646697B (en) * | 2019-10-09 | 2020-10-09 | 哈尔滨市科佳通用机电股份有限公司 | Method and module for testing strain time of locomotive signal vehicle-mounted equipment |
| CN110606107A (en) * | 2019-10-10 | 2019-12-24 | 虞萍 | Rail vehicle anti-collision method and device based on time interval keeping |
| CN110758467B (en) * | 2019-10-28 | 2023-11-03 | 虞萍 | Preceding train integrity judging method and device based on time interval ratio |
| CN111152819A (en) * | 2020-01-06 | 2020-05-15 | 虞萍 | Vehicle source and train control method based on time difference measurement between vehicle information sources |
| CN111634312A (en) * | 2020-05-26 | 2020-09-08 | 虞萍 | Locomotive signal system based on wireless sensor network and data source |
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