CN108263449B - Urban rail train tracking method based on speed tracking - Google Patents
Urban rail train tracking method based on speed tracking Download PDFInfo
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- CN108263449B CN108263449B CN201711295653.7A CN201711295653A CN108263449B CN 108263449 B CN108263449 B CN 108263449B CN 201711295653 A CN201711295653 A CN 201711295653A CN 108263449 B CN108263449 B CN 108263449B
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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 vehicle 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
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
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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
- B61L27/40—Handling position reports or trackside vehicle data
Abstract
The invention relates to an urban rail train tracking method based on speed tracking, which is mainly used for urban rail transit, wherein the speed information of a front train is added in train-ground communication/train-train communication, the movement authorization based on a speed tracking scheme is recalculated, according to calculation and analysis, when tracking a section, a vehicle based on a speed tracking mode is obviously shortened compared with a vehicle tracking interval based on position tracking, and the tracking interval can be shortened by 20-30% under the condition that the speed of the current and the speed of the next two trains are the same. In the process of entering the station, the rear vehicle can start to decelerate later based on a speed tracking mode, so that the time and distance from the beginning of decelerating to the complete stop are reduced, the efficiency of entering the station is increased, and the efficiency can be improved by about 8% at most through analysis.
Description
Technical Field
The invention belongs to the technical field of urban rail train tracking, and particularly relates to an urban rail train tracking method based on speed tracking.
Background
In rail transit, in order to ensure the running safety of trains, the trains need to be ensured to run at certain safe intervals, so that a blocking technology is used. Signal occlusions are basically classified into three categories, namely fixed occlusions, quasi-moving occlusions and moving occlusions. In the fixed block system, the system cannot know the specific position of the train in a partition, so the starting point and the ending point of train braking are always on the boundary of a certain partition. The quasi-moving block judges the zone occupation by adopting a track circuit and transmits information, the starting point of train braking can extend to a place for ensuring the safe braking, but the maximum target braking point of a rear train still needs to be outside the zone occupied by a front train. The moving block cancels a fixed block section separated by a signal machine, and a control center dynamically calculates a virtual partition which moves synchronously with the train according to the real-time speed and position of the front train and the protection distance through the uninterrupted two-way communication of the vehicle-mounted equipment and the trackside equipment, so that the maximum target brake point of the rear train can reach the rear part of the front train, the train can run at higher speed and smaller interval, and the operation efficiency is improved.
At present, the mainstream urban rail transit signal system is a cbtc (communication Based train control) signal system, which adopts a mobile blocking technology, realizes train-ground communication and transmits train positioning information in real time through a wireless communication technology. The ground ZC device calculates the movement authorization of the train according to the train positioning information and sends the movement authorization to the train, and the terminal point of the movement authorization is positioned at the tail part of the front train and retracts a certain safety distance. The safe distance is an additional distance calculated based on a train safety brake model, which ensures that the tracked train can still safely stop behind the advancing train under the most adverse conditions.
After the vehicle-mounted equipment receives the mobile authorization, in order to ensure that the vehicle can stop at the mobile authorization terminal, a vehicle speed limit curve (see fig. 1) can be calculated according to the mobile authorization terminal position and the vehicle deceleration degree, and the safe operation of the vehicle is ensured.
As can be seen from the above description for the CBTC signaling system, only the position information of the leading vehicle is currently considered when calculating the movement authorization of the vehicle, which is equivalent to considering the leading vehicle as stationary, and the trailing vehicle cannot pass over the tail of the leading vehicle in the worst case. But in fact, the front vehicle may not be stationary, and the front vehicle may not change from a moving state to a stationary state in a moment, and the tracking effect of the front vehicle and the rear vehicle is not ideal.
Interpretation of terms
Communication Based Train Control (CBTC)
The speed control of the train is realized based on the large-capacity continuous train-ground information two-way communication and train positioning and control technology. The train active positioning technology and the continuous train-ground two-way data communication technology which do not depend on the trackside train occupation detection equipment are adopted, and the continuous train automatic control system is constructed through a vehicle-mounted processor and a ground processor which can execute a safety function.
Automatic Train Control (ATC)
The signal system automatically realizes the general names of technologies such as train monitoring, safety protection, operation control and the like.
Automatic train monitoring Automatic Train Supervision (ATS)
The general names of technologies such as automatically setting a route for train operation, commanding the train to run, implementing train operation management and the like are obtained according to a train schedule.
Automatic Train Protection (ATP)
The general name of monitoring technologies such as train running interval, overspeed protection, access safety and vehicle doors is automatically realized.
Automatic Train Operation (ATO)
The general name of the control technologies of train acceleration, speed regulation, parking, door opening and closing, prompting and the like is automatically realized.
Computer Interlocking (CI)
The subsystem of the train automatic control system takes the computer technology as the core and automatically realizes the general name of control and protection technologies such as access, turnout, signal machine and the like.
Zone Controller (ZC)
The train-mounted equipment is responsible for interacting a large amount of data with the vehicle-mounted equipment, calculating train movement authorization according to train information and station yard information and informing the vehicle-mounted equipment.
Mobile authorization authority (MA)
The train is allowed to enter along a given driving direction and drive in a specific area, and the movement authorization should consider various dangerous point information in front of the train in operation, and should ensure that the normal movement of the train in the authorization range is not limited, and the tail end of the movement authorization should not cross the dangerous point.
Train automatic operation mode (AM)
Under the monitoring of a driver, the CBTC system automatically controls the train to run and carries out a safety protection train driving mode.
Train automatic protection mode (CM)
And under the protection of the automatic train protection equipment, a driver drives a train to run.
Restricted manual driving mode (RM)
The driver can visually control the speed of the train to run according to the specified visual driving speed, and the automatic train protection equipment carries out the train driving mode of overspeed protection.
Non-limiting manual driving mode (EUM)
The ATP equipment is cut off, the train operation is not monitored by the vehicle-mounted equipment, and a driver drives the train according to the operation rule.
Track section
The track section is used as a basic construction unit of the line topology, the section division is carried out according to the line element characteristics, and the division principle does not depend on the line physical demarcation point and is used for describing the basic information of the line.
Switch section
The turnout section is a track section with the attribute of turnout, and describes the line data information of the turnout area in the line topology.
Occlusion
The blocking is a technical method for ensuring that the train runs according to a certain distance (space interval system) between a preceding train and a tracking train by using signals or certificates.
Disclosure of Invention
Aiming at the defects of the prior art, the invention aims to provide an urban rail train tracking method based on speed tracking. The method is mainly used for urban rail transit, comprehensively considers factors such as the position, the speed, the safe distance and the like of the current vehicle when calculating the movement authorization of the vehicle, improves the running speed of the vehicle under the premise of ensuring the safety, shortens the tracking interval of the train, and improves the running efficiency of the urban rail transit, thereby saving the operation cost and improving the transport capacity.
The technical scheme adopted by the invention for solving the technical problems is as follows: the urban rail train tracking method based on speed tracking is provided and comprises the following steps:
the method comprises the following steps: when the tracking scheme based on the speed runs, firstly, a vehicle-mounted ATP is needed to judge whether the speed tracking condition is met, and the specific conditions comprise:
1) the train operation mode is a train automatic protection mode or a train automatic operation mode;
2) the train communication level is a continuous communication mode;
3) the train can receive the location-based mobile authorization information sent by a Zone Controller (ZC);
4) the train can obtain the speed information of the front train;
if the conditions are met, the vehicle-mounted ATP can give a prompt for allowing the vehicle to enter the speed tracking mode, and the vehicle-mounted ATP automatically or manually confirms that the vehicle-mounted ATP enters the speed tracking mode;
step two: the vehicle-mounted ATP obtains the speed and the position of the front vehicle and the movement authorization calculated by the area controller based on the position tracking mode;
step three: calculating a movement authorization of the vehicle under a speed tracking scheme:
on the basis of the mobile authorization sent by the ZC and based on the position tracking, considering that the front vehicle decelerates to a parking travel distance at the maximum deceleration under the current speed and simultaneously needs to consider the time delay during information transmission, and calculating the mobile authorization of the vehicle under a speed tracking scheme; assuming that the received movement authorization based on the position tracking is S, the speed of the front vehicle is V, the maximum deceleration is a, and the delay time is t, the movement authorization S' of the vehicle under the speed tracking scheme is calculated as follows:
step four: and calculating a vehicle speed limit curve according to the movement authorization of the vehicle based on the speed tracking scheme, and controlling the train according to the speed limit curve after the speed limit curve is obtained.
Compared with the prior art, the invention has the beneficial effects that:
according to the urban rail train tracking method based on the speed tracking, the speed information of the front train is added in train-ground communication/train-train communication, the movement authorization based on the speed tracking scheme is recalculated, according to calculation and analysis, when the interval tracking is carried out, the tracking interval of the train based on the speed tracking mode is obviously shortened compared with the tracking interval of the train based on the position tracking, and the tracking interval can be shortened by 20-30% under the condition that the speed of the current two trains is the same. In the process of entering the station, the rear vehicle can start to decelerate later based on a speed tracking mode, so that the time and distance from the beginning of decelerating to the complete stop are reduced, the efficiency of entering the station is increased, and the efficiency can be improved by about 8% at most through analysis.
Drawings
FIG. 1 is a schematic diagram of a location-based tracking method;
FIG. 2 is a schematic diagram of the urban rail train tracking method based on speed tracking according to the present invention;
fig. 3 is a flowchart of the urban rail train tracking method based on speed tracking according to the present invention.
Detailed Description
The present invention is further explained with reference to the following examples and drawings, but the present invention is not limited thereto.
The invention relates to an urban rail train tracking method (a method for short, see figures 2-3) based on speed tracking, which comprises the following steps:
the method comprises the following steps: when the tracking scheme based on the speed runs, firstly, a vehicle-mounted ATP is needed to judge whether the speed tracking condition is met, and the specific conditions comprise:
1) the train operation mode is a train automatic protection mode (CM) or a train automatic operation mode (AM);
2) the train communication level is a continuous communication mode (CTC);
3) the train can receive the location-based mobile authorization information sent by a Zone Controller (ZC);
4) the train can obtain the speed information of the front train (obtaining the speed of the front train needs to realize train-to-train communication or forwarding through a zone controller);
if the above conditions are met, the vehicle-mounted ATP (automatic train protection) can give a prompt for allowing the speed-based tracking mode to enter, and the vehicle-mounted ATP automatically or manually confirms that the vehicle-mounted ATP enters the speed tracking mode;
step two: the method comprises the steps that the vehicle-mounted ATP obtains the speed and the position of a front vehicle and the movement authorization calculated by a zone controller based on a position tracking mode, and the method for calculating the movement authorization calculated based on the position tracking mode by the Zone Controller (ZC) is the existing method;
the front vehicle speed acquisition scheme has two types: the first scheme is as follows: the current mainstream CBTC system does not comprise a vehicle-to-vehicle communication function, realizes vehicle-to-vehicle communication, needs to add vehicle-to-vehicle wireless communication equipment on the vehicle, and the vehicle-to-vehicle communication is only one of methods for transmitting speed and position information between vehicles;
scheme II: and the ZC forwards the speed of the front vehicle.
For the first scheme, the vehicle-to-vehicle communication function needs to be realized, the ZC function is less modified and better in timeliness, and the vehicle-mounted ATP-related logic and related communication need to be added (mainly software logic and communication equipment related to vehicle-to-vehicle communication are added). The second scheme does not need to realize the vehicle-to-vehicle communication function, but has the defect of larger time delay. For the signal system which realizes the vehicle-to-vehicle communication, a first scheme is recommended, and a second scheme which does not realize the vehicle-to-vehicle communication is used, but more consideration needs to be given to the time delay aspect.
Step three: calculating a movement authorization of the vehicle under a speed tracking scheme:
when calculating the movement authorization, on the basis of the movement authorization based on the position tracking sent by the ZC, considering that the front vehicle decelerates to the parking travel distance at the maximum deceleration under the current speed and simultaneously needs to consider the time delay during information transmission, and calculating the movement authorization of the vehicle under the speed tracking scheme; assuming that the received movement authorization based on the position tracking is S, the speed of the front vehicle is V, the maximum deceleration is a, and the delay time is t, the movement authorization of the vehicle under the speed tracking scheme is calculated as follows:
step four: the method comprises the steps of calculating a vehicle speed limit curve according to the movement authorization of a vehicle based on a speed tracking scheme, controlling the vehicle by the train according to the speed limit curve after the speed limit curve is obtained, judging whether a speed tracking condition is met or not at any moment, and if the speed tracking condition is met, continuously repeating the steps to calculate the vehicle speed limit curve at the current moment, so that the train can be stopped or started as fast and efficiently as possible under the condition of a safe distance, and the running efficiency is improved. The speed limit curve calculation method is consistent with the position-based speed limit curve method.
Before describing an urban rail train tracking scheme based on speed tracking, the invention firstly needs to determine the safety principle followed by the speed tracking, and the method mainly comprises the following points:
1. the movement authority of the rear vehicle cannot exceed the two vehicles, namely cannot cross the movement authority terminal of the front vehicle;
2. if the front vehicle is abnormally degraded, the movement authorization of the rear vehicle needs to be retracted immediately, and the determination of the retracted position is the same as the processing of the abnormal degradation of the front vehicle in a position tracking mode;
3. the safety envelopes of the rear vehicle and the front vehicle cannot be overlapped, if the safety envelopes are overlapped, the risk of collision of the two vehicles exists, and the safety envelopes cannot be overlapped by calculating the safe movement authorization of the rear vehicle;
4. the speed-based tracking scheme is used as an optional train tracking mode, and the train can enter the tracking mode after meeting certain conditions and can also exit the tracking mode by adopting a position-based tracking mode.
Therefore, if the fact that the front vehicle still moves forwards when the rear vehicle decelerates is considered, the rear vehicle can reach or even cross the tail part of the front vehicle at the current time at the point that the rear vehicle immediately decelerates and stops, the tracking distance between the rear vehicle and the front vehicle can be closer, and the running efficiency is improved.
Example 1
Compared with a tracking scheme based on a position, the tracking scheme based on the speed can effectively improve the interval tracking efficiency and the station-entering efficiency.
For the interval tracking efficiency, a simplified version of train tracking model is assumed, two vehicles A and B are assumed to be on a line, the vehicle A is a front vehicle, the vehicle B is a rear vehicle, and the speed of the vehicle A received by the vehicle B at the moment T is VAAnd the speed of the vehicle B is VBThe maximum deceleration of the vehicle is a1The maximum deceleration of the ATO controlled vehicle is a2The communication processing delay between the two workshops is t1Brake application time t2。
Then the vehicle B calculates the parking distance of the vehicle A as follows:
the parking distance of the vehicle B is as follows:
the uncertainty value of the position of the A vehicle is PAAnd the uncertainty value of the position of the B vehicle is PBAnd considering the front vehicle retrogression safety margin as D during parking, and calculating to obtain the condition that the tracking interval of the two vehicles at the T moment needs to be met based on the speed tracking scheme for ensuring that the safety envelopes of the two vehicles are not overlapped when the two vehicles stop:
under the position tracking scheme, the two-vehicle tracking interval is calculated according to the vehicle speed to meet the conditions:
now suppose t1＝1s，t2＝1.5s，D＝10m，a1＝2m/s2，a2＝0.75m/s2，PA+PBThe difference in efficiency between the speed-based tracking and the location-based tracking train tracking interval at different speeds can be compared by calculation as 20m, see table 1.
TABLE 1 vehicle tracking interval under two tracking modes
For inbound efficiency, assume a stationThe length is 120m, the length is 100m, and the distance between the parking point and the platform boundary is 10 m. The track speed limit is 80km/h, and the platform speed limit is 50km/h (the corresponding train emergency braking trigger speed is about 20m/s and 11 m/s). The deceleration of the vehicle is 0.75m/s2。
If no vehicle exists at the platform, the train starts to decelerate from the interval to the platform speed limit and stops at the stopping point, and the two stages are considered, wherein the first stage is to decelerate from the track speed limit to the platform speed limit to enter the station, and the second stage is to decelerate to the stopping point after entering the platform and stop stably. For the first phase, the vehicle follows a deceleration of 0.75m/s2The deceleration, the time for which the speed is reduced from 20m/s to 11m/s is:
the deceleration distance at this stage is:
for the stage 2, assuming that the vehicle is stopped at the stopping point at a constant speed and then at a uniform deceleration, the deceleration distance can be calculated as:
the time spent in the second phase is:
according to the above calculation, the time taken for the whole inbound process is 29.34s, and the distance covered is 296 m. The result of this calculation is that a single train does not take into account the time of arrival and the distance traveled under tracking, since there is no need to take into account the position and speed of the lead train, and the results obtained by both tracking methods are the same.
And for the condition that the platform has vehicles, analyzing the two conditions that two trains of vehicles cannot enter the platform at the same time and can enter the platform at the same time in a speed tracking mode. The efficiency for entering stations based on location tracking is the same for both cases.
1) Two trains cannot enter the platform area simultaneously
Under the condition that two trains of cars can not enter the platform area simultaneously, when the front car A parks at the platform and the rear car B moves and authorizes to be located at the entrance of the platform based on the position tracking mode, the speed reduction distance of the car B is as follows:
at this time, the vehicle B starts to decelerate and the vehicle A starts to drive away from the platform, and the acceleration of the vehicle A is set to be 1m/s2And the time for the vehicle A to drive off the platform is as follows:
at this time, the speed of the vehicle B is as follows:
20-0.75*15.5＝8.375m/s
the distance from the platform entrance is as follows:
at this time, the parking spot of the vehicle B is located at the platform parking spot, and if the speed is limited by the platform speed when the vehicle B is uniformly accelerated to the platform entrance, the time is taken:
the time for stopping after entering the platform is 17.34s (the time required for a vehicle which runs at the speed limit of the platform at the starting point of the platform when no other vehicle exists at the platform is uniformly decelerated and stopped at the stopping point is obtained from the time for calculating the stopping time from the deceleration to the stopping point after entering the platform in the second stage when no vehicle exists at the platform), and the total time is 17.34+4.83+15.5 which is 37.67 s.
In the speed-based tracking method, if the vehicle a can still move away from the platform even though the vehicle a is decelerated at the maximum deceleration immediately when the speed reaches V, and the time is 12.75s, the vehicle B speed at this time is:
20-0.75*12.75＝10.44m/s
the distance from the platform entrance is as follows:
still assuming that the speed is the station speed limit when it is accelerated uniformly to the station entrance, the time spent is:
the time for stopping after entering the station is 17.34s, and the total time is 17.34+6.75+ 12.75-36.84 s. The efficiency is improved by about 2.2% compared with the position-based tracking mode. The time for parking here comprises two phases, the first phase being the time taken to start decelerating to the start of the station and the second phase being the time taken from the start of the station to stop at the parking point, the second phase of both tracking modes taking the same time in case the station does not allow two vehicles to enter at the same time, but the first phase decelerates earlier based on position tracking than based on speed tracking, resulting in a difference in the time taken.
2) Two trains can enter the platform area simultaneously
If two trains of vehicles can enter the platform area simultaneously based on the speed tracking mode, when the front vehicle A parks at the platform, the rear vehicle B moves and authorizes to be located at the entrance of the platform, and the deceleration distance of the vehicle B is as follows:
at this time, the vehicle B starts to decelerate and the vehicle A starts to drive away from the platform, and the acceleration of the vehicle A is set to be 1m/s2And the time for the vehicle A to drive off the platform is as follows:
at this time, the movement authorization of the vehicle B extends into the platform, and the relationship between the deceleration of the vehicle B and the time is calculated as follows:
according to the acceleration calculation, the time when the B vehicle enters the station is 16.79s, the speed is 11.76m/s and is 11m/s higher than the station speed limit, and in order to ensure that the B vehicle does not overspeed, the acceleration is multiplied by a fixed coefficient n, so that the following equation is obtained:
calculated to obtain n-1.085 and t-17.2 s
The stop time after entering the station is 17.34s, and the total time is 17.34+ 17.2-34.54 s. The efficiency is improved by about 8.3% compared with the position-based tracking mode.
Nothing in this specification is said to apply to the prior art.
Claims (2)
1. A method for tracking urban rail trains based on speed tracking comprises the following steps:
the method comprises the following steps: when the tracking scheme based on the speed runs, firstly, a vehicle-mounted ATP is needed to judge whether the speed tracking condition is met, and the specific conditions comprise:
1) the train operation mode is a train automatic protection mode or a train automatic operation mode;
2) the train communication level is a continuous communication mode;
3) the train can receive the location-based mobile authorization information sent by a Zone Controller (ZC);
4) the train can obtain the speed information of the front train;
if the conditions are met, the vehicle-mounted ATP can give a prompt for allowing the vehicle to enter the speed tracking mode, and the vehicle-mounted ATP automatically or manually confirms that the vehicle-mounted ATP enters the speed tracking mode;
step two: the vehicle-mounted ATP obtains the speed and the position of the front vehicle and the movement authorization calculated by the area controller based on the position tracking mode;
step three: calculating a movement authorization of the vehicle under a speed tracking scheme:
on the basis of the mobile authorization sent by the ZC and based on the position tracking, considering that the front vehicle decelerates to a parking travel distance at the maximum deceleration under the current speed and simultaneously needs to consider the time delay during information transmission, and calculating the mobile authorization of the vehicle under a speed tracking scheme; assuming that the received movement authorization based on the position tracking is S, the speed of the front vehicle is V, the maximum deceleration is a, and the delay time is t, the movement authorization S' of the vehicle under the speed tracking scheme is calculated as follows:
step four: calculating a vehicle speed limit curve according to the movement authorization of the vehicle based on the speed tracking scheme, and controlling the train according to the speed limit curve after the speed limit curve is obtained;
the safety principles to be followed by the speed tracking need to be determined before the method is carried out, including:
1) the movement authority of the rear vehicle cannot exceed the two vehicles, namely cannot cross the movement authority terminal of the front vehicle;
2) if the front vehicle is abnormally degraded, the movement authorization of the rear vehicle needs to be retracted immediately, and the determination of the retracted position is the same as the processing of the abnormal degradation of the front vehicle in a position tracking mode;
3) the safety envelopes of the rear vehicle and the front vehicle cannot be overlapped;
4) the speed-based tracking method is used as an optional train tracking mode, and the train can enter the tracking mode after meeting the conditions and can also exit the tracking mode by adopting the position-based tracking mode.
2. The urban rail train tracking method based on speed tracking according to claim 1, wherein the acquisition schemes of the speed of the front train are two:
the first scheme is as follows: realizing vehicle-to-vehicle communication through the vehicle-to-vehicle wireless communication equipment, and informing the rear vehicle of the vehicle speed by the front vehicle;
scheme II: and the ZC forwards the speed of the front vehicle.
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